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'ERNMENTAL  RESEARCH 
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44  LIBRARY  BUILDING 


THE   PORT 

OF 

MILWAUKEE 


Historical Vejcripti-Ve Trospecfi-Ve 


VublUhed  by  the  "Board  ofi  Harbor  CommUsioners 
MilbuauKee,  Wij.r^eccmber  1922 


WM.  GEORGE  BRUCE 
President 


FRED  C.  REYNOLDS 


R.    H.   PINKLEY 


C.  F.  RINGER 


BENNETT  LARSON 


HERMAN  BLEYER 

Secretary 


BURDICK-ALLEN    COMPANY 

PRINTERS 

MILWAUKEE,     WIS 


r  HE     PORT     OF    M  I  L  WA  U  K  EE 


Essentials  of  Port  Development 


Introductory 


IS  SAFE  to  say  that,  while  the  coun- 
try's inland  oceans,  known  as  the 
Great  Lakes,  constitute,  with  their 
connecting  waters,  one  of  the  most 
marvelous  highways  on  earth,  they 
have  only  reached  the  dawn  of  their 
potential  service.  Nor  has  there  been 
anything  like  a  general  awakening  on 
the  part  of  the  port  cities  bordering 
on  these  waters  as  to  the  possible 
future  of  this  service. 

The  Federal  government  has  constantly  improved 
the  physical  conditions,  shi])builders  have  placed  pon- 
derous craft  upon  the  waters,  and  the  shipmaster  has 
picked  up  trade  wherever  it  was  offered.  Only  the 
obvious  economies  of  the  situation,  rather  than  con- 
certed or  comprehensive  effort,  has  made  for  a  sub- 
stantial commerce.  Individual  enterprise,  unaided  by 
anything  like  municipal  or  collective  support  on  the 
part  of  the  port  cities  has  wrought  the  success  that  has 
thus  far  been  achieved. 

The  port  cities,  in  theii-  municipal  capacity,  have 
done  but  little  in  providing  better  facilities.  Nor  have 
the  commercial  interests  in  these  cities  concerned 
themselves  in  any  organized  degree  with  the  progress 
of  the  Great  Lakes  commerce.  The  hai-bor  cities,  as 
such,  have  scarcely  familiarized  themselves  with  the 
accepted  fundamentals  in  port  development. 

True,  the  lake  cities  have  in  most  instances  kept 
their  inner  channels  at  a  reasonable  depth,  and  private 
enterprise  has  provided  docking  and  transit  sheds. 
True,  the  Federal  government  has  provided  breakwa- 
ter protection  and  lighthouse  service,  and  has  kept  the 
harbor  mouths  dredged  to  a  navigable  depth.  True, 
the  waterboi-ne  commerce  from  poit  to  port  has  been 
heavy  and  is  constantly  growing.  True,  lake  transpor- 
tation is  making  an  annual  saving  ovei'  land  transpor- 
tation of  over  one-half  billion  dollars. 

But.  in  the  light  of  modern  conceptions  and  ideas 
on  harbor  development,  as  exemplified  by  the  great 
ocean  and  river  ports  of  the  world,  the  lake  cities  have 
not  appreciated  the  part  they  must  play  in  realizing 
the  potential  service  of  the  woi-ld's  greatest  inland 
waterway.  ilodei'ii  port  development  means  more 
than  an  accessible  harbor  entrance,  river  docking  and 
warehousing,  and  the  protection  afforded  to  naviga- 
tion by   the  Federal    government. 


Public  Control  of  Terminals 

Granted  that  all  the  physical  essentials  above  enu- 
merated are  provided,  it  may  still  be  found  that  the 
fundamentals  dealing  with  the  control  of  waterfronts 
and  the  administration  of  the  harbor  traffic,  so  vital 
to  sound  port  development,  are  wholly  lacking.  In 
other  words,  terminals,  their  ownership,  control  and 
efficiency,  constitute  an  essential  factor  in  port  devel- 
opment. 

Whatever  belief  one  may  entertain  on  the  subject 
of  public  ownership  of  certain  utilities,  the  experience 
of  the  world  has  taught  that  the  most  accessible  water- 
fronts, suited  for  terminal  purposes,  must  be  publicly 
owned  and  controlled  if  waterborne  commerce  is  to 
render  a  maximum  service. 

This  policy  has  in  recent  years  been  earnestly  es- 
poused by  the  United  States  government.  Petitions 
asking  for  deeper  harbor  entrances,  or  better  outer 
breakwater  protection,  have  not  only  been  denied  be- 
cause perchance  the  traffic,  present  and  prospective, 
did  not  warrant  these  improvements,  but  also  because 
the  government  did  not  believe  in  expending  money  to 
protect  privately  owned  waterfronts  not  employed 
in  waterborne  commerce. 

It  has  also  been  recognized  that  the  harbor  traffic 
must  be  under  some  form  of  centralized  control  if  the 
rights  and  equities  of  those  immediately  concerned 
are  to  be  conserved,  and  if  the  public  interest,  rather 
than  private  advantage  is  to  be  promoted.  The 
ports  of  Europe  have  amply  demonstrated  this  fact, 
and  the  ocean  ports  of  the  United  States  are  emulat- 
ing the  example  set.  Just  as  every  railroad  train  must 
have  its  terminal  for  the  discharge  and  acceptance  of 
passengers  and  freight,  so  every  ship  must  have  a 
berth  for  the  discharge  and  receipt  of  its  cargoes. 

But,  while  railroad  trains  and  railroad  terminals 
are  under  definite  ownership  and  centralized  control, 
many  ships  and  docks  and  warehouses  usually  are  un- 
der diverse  ownership  and  decentralized  direction. 
Just  as  every  single  passenger  train  cannot  have  a 
depot  of  its  own,  so  every  ship  cannot  have  its  own 
dock  and  terminal  facilites.  There  must  be  some  ter- 
minals that  can  afford  berths  for  many  ships  just  as 
there  are  depots  and  freight  houses  that  accommodate 
many  trains. 


THE     PORT     OF    M  I  L  fVA  U  K  E  E 


These  terminals  must  not  only  be  conveniently  ac- 
cessible to  the  ships  that  carry  cargoes  but  also  to  per- 
sons that  receive  them.  Ships  represent  an  invest- 
ment, and  their  fixed  overhead  is  usually  heavy.  Con- 
sequently the  time,  labor  and  effort  expended  is  reach- 
ing the  actual  terminal,  after  entering  a  harbor,  be- 
come important  economic  considerations  to  be  deklt 
with.  The  shipmaster  aims  to  discharge  his  cargo, 
receive  a  fresh  cargo,  and  make  sea  again  as  expt- 
ditiously  and  economically  as  conditions  will  permit. 

Status  of  Lake  Port  Terminals 
The  leading  lake  cities,  in  the  matter  of  terminals, 
present  a  peculiar  situation.  The  most  desirable  wa- 
terfronts available  for  terminal  purposes  are  usually 
privately  owned  and  devoted  to  commercial  or  indus- 
trial pursuits  which  are  not  concerned  in  water  trans- 
portation, or  else  occupied  by  railroads  that  may  as  a 
general  policy  be  opposed  to  waterborne  commerce. 

Thus,  it  is  not  uncommon  to  find  the  waterfronts 
of  large  lake  cities  occupied  by  manufacturing  plants 
that  do  not  employ  water  transportation,  and  by  rail- 
roads that  own  the  riparian  rights  to  the  waterfront 
and  maintain  a  competitive  attitude  towards  lake  com- 
merce. 

In  nearly  all  instances  where  the  railroads  have 
monopolized  the  waterfronts,  all  attempts  on  the  part 
of  municipalities  to  secure  a  surrender  of  the  riparian 
rights  held  by  them  have  failed.  The  railroads  have 
at  no  time  been  friendly  to  water  transportation  ex- 
cept where  the  latter  has  served  as  a  feeder  to  the 
former. 

But,  the  need  of  new  policies  and  practices  in  se- 
curing and  controlling  lake  port  terminals  upon  some 
basis  that  will  promote  rather  than  retard  waterborne 
commerce,  is  accentuated  by  other  difficulties. 

The  old  time  small  wooden  schooner  could  readily 
navigate,  with  the  aid  of  a  tug,  to  any  part  of  the 
inner  harbor  of  any  lake  city.  The  modern  vessel, 
with  its  ponderous  size  and  large  cargo,  is  not  so  mo- 
bile Its  course  through  the  crooked  rivers  and  nar- 
row bridge  openings  of  commercial  centers  like  Chi- 
cago, Buffalo,  Cleveland,  or  Milwaukee,  is  laborious, 
slow  and  expensive.  Tug  hire  adds  a  heavy  item  to 
the  cargo  charges. 

Besides,  there  are  dangers  which  are  multiplied 
with  the  increasing  length  of  the  vessels  and  the  grow- 
ing conmierce  and  street  traffic  of  the  lake  cities.  It 
is  not  unconnnon  to  learn  that  a  vessel  has  damaged 
a  bridge  or  business  building  that  edged  on  the  dock 
line,  endangering  both  property  and  lives. 


Land  Commerce  Crowding  Water  Commerce 

Another  fact  must  here  be  noted.  The  streets  par- 
alleling these  large  city  rivers  have  become  commerci- 
ally so  important  that  they  have  driven  water  termi- 
nals from  their  immediate  proximity.  In  other  words 
the  street  traft'ic  has  made  the  adjacent  river  lands 
toA  valuable  to  be  used  for  water  terminal  purposes. 

This  has  brought  about  two  alternatives.  Either 
the  terminals  must  be  located  at  more  remote  inner 
river  points,  or  the  water  commerce  must  be  cen- 
tralized at  the  most  accessible  point  near  the  hai'boi- 
entrance,  or  must  be  confined  to  the  outer  harbor  area. 
The  plan  first  suggested  is  uneconomical  because  it 
involves  laborious  and  dangerous  river  travel,  and 
therefore  it  cannot  be  recommended. 

Milwaukee's  harbor  plans  are  the  outcome  of  a 
comprehensive  study,  not  only  of  the  natural  situation 
of  the  water  and  land  areas,  but  also  of  past  commei-ce 
and  the  trend  of  future  commerce,  it  having  become 
evident  that  with  the  growth  of  the  central  business 
section  of  the  city,  waterborne  commerce  will  gradually 
be  crowded  out  and  must  seek  other  centers.  The 
feeling  is  growing  that  the  day  will  come  when  the 
Milwaukee  River  will  become  obsolete  as  a  navigable 
stream  and  that  the  city's  lake  commerce  will  have  to 
be  transacted  near  the  mouth  of  the  harbor,  where 
the  economies  involved  in  convenience  of  access  may 
be   realized. 

While  the  city  council  has  been  lenient  and  the 
public  has  been  patient  in  the  matter  of  bridge  regu- 
lation, the  hindrance  in  the  city  traffic  caused  by 
bridge  openings  is  bound  in  time  to  bring  about  more 
stringent  restrictions.  Such  regulations  are  neces- 
sarily discouraging  to  vessel  movement,  and  have  the 
tendency,  as  has  been  proven  in  Chicago,  to  reduce 
river  commerce.  The  decision  then  reasonably  hinges 
on  the  relative  importance  of  street  traffic  as  com- 
pared to  the  river  traffic.  Both  deserve  considera- 
tion, but  the  time  will  come  as  the  city  grows  in  com- 
mercial importance,  when  the  one  must  yield  to  the 
other. 

Cleveland  has  made  a  partial  beginning  towards  a 
solution.  It  has  provided  a  passenger  boat  tenninal 
on  the  lake  front.  Chicago,  too,  has  made  a  begin- 
ning, but  with  somewhat  disastrous  results.  It  con- 
structed a  wonderful  pier  on  the  lake  front,  costing 
something  like  five  million  dollars,  but  it  is  without 
ships  and  cargoes.  The  pier  serves  as  a  pavillion  dur- 
ing the  summer  months  for  pleasure  stackers.  The  lack 
of  rail  connections  is  tlie  real  drawback  to  the  use  of 
this  magnificent  terminal  originally  constructed  for 
water   transportation  purposes. 

Continued   on   Page    IS 


THE     PORT     OF    MILWAUKEE 


Jones  Island  Before  Harbor  Work  Was  Begun 


A    tlshliiKr   haiuirt    nlii<-h   existed    near   the   entrance   to   Milwaukee   harbor    for    over   half    a    century. 

The  Port  of  Milwaukee 


HE  PORT  of  Milwaukee  is  situated  on  the 
west  shoi-e  of  Lake  Michigan,  about  260  miles 
south  from  the  Straits  of  Mackinac  or  en- 
trance to  the  lake,  85  miles  northerly  from 
the  City  of  Chicago  at  the  southerly  end  of 

the  lake,  and  83  miles  from  Grand  Haven,  Michigan, 

directly  across  the  lake. 

The  harbor  embraces  three  great  rivers,  which 
unite  at  one  common  outlet.  The  Milwaukee  River, 
flowing  from  the  north,  is  joined  about  five-eighths  of 
a  mile  from  the  harbor  entrance  by  the  Menomonce 
River  coming  from  the  west,  and  about  3.000  feet 
south  of  the  piers  by  the  Kinniekinnic  River,  which 
empties  its  waters  into  the  basin  of  the  same  name  be- 
hind Jones  Island,  the  combined  waters  merging  with 
those  of  the  Milwaukee  River.  These  streams  and  the 
Kinniekinnic  Basin  constitute  the  commercial  harlior 
of  Milwaukee. 

Milwaukee  River  is  navigable  for  about  2%  miles, 
with  an  average  width  of  225  feet,  and  the  Menomonee 
River  for  about  2  miles  with  an  average  width  of  140 
feet.  Two  artificial  channels,  the  Soutli  Menomonee 
and  Burnham  Canals,  connect  with  the  Menomonee 
River  and  afford  jointly  about  the  same  amount  of 
frontage  suitable  for  shipping  as  the  Menomonee  River. 
Several  slips  add  to  the  efficiency  of  the  South  Meno- 
monee Canal. 

What  is  known  as  the  outer  harbor  is  a  basin  pro- 
tected by  a  concrete  sea-wall  extending  partially 
across  the  bay  from  tlie  nortli.  The  inclosure  affords 
good  anchorage.  Tlie  outer  liarbor  was  originally  in- 
tended as  a  harbor  of  refuge,  but  with  the  disappear- 


ance of  sailing  vessels  its  purpose  in  this  respect  was 
rendered  unnecessary.  It  is  now  frequently  used  by 
steamers  which  are  unable  to  reach  certain  docks  be- 
cause they  are  occupied,  and  which  remain  at  anchor 
behind  the  breakwater  until  a  dock  is  ready  for  them. 
Milwaukee's  excellent  harbor  has  been  the  leading 
factor  in  promoting  the  eonunercial  and  industrial 
growth  of  the  city.  Coal  represents  the  greater  por- 
tion of  the  receipts  of  the  port,  and  grain  and  miscel- 
laneous freight  preponderate  in  the  .shipments.  In  nor- 
mal times  the  total  inbound  and  outbound  tonnage  ag- 
gregates between  8,000,000  and  9,000,000  tons,  having 
a  valuation  combined  estimated  at  over  $250,000,000. 
Government  statistics  rank  :Milwaukee  as  the  second 
largest  coal  receiving  port  on  the  Great  Lakes.  Ap- 
proximately 5,000,000  tons  of  coal  are  received  at  the 
port  during  the  course  of  a  year  for  local  consumption 
and  for  shipment  to  points  in  the  interior. 

The  port  holds  first  place  in  point  of  number  of  ar- 
rivals and  departures,  about  5,000  being  the  average 
yearly  record,  third  place  as  to  valuation  of  freight 
tonnage,  and  third  place  in  the  matter  of  shipments  of 
flour  and  grain  products.  Grain  shipments  are  in- 
creasing annually.  Durijig  the  year  1921,  34,827,188 
bushels  of  all  kinds  of  grain  went  out  of  the  harbor, 
bound  for  the  seaboard.  Sugar,  salt  and  cement  also 
figure  largely  in  the  receipts  of  the  port. 

In  addition  to  the  coal  and  grain  trades,  a  large 
volume  of  general  merchandise  is  handled  by  steamers 
which  run  to  Georgian  Bay  ports,  and  to  ports  on  Lake 
Erie.  Two  carferry  lines  maintain  service  throughout 
the  entire  year,  summer  and  winter,  to  and  from  ports 


THE     PORT     OF    M  I  L  WA  U  K  E  E 


on  the  cast  shore  of  Lake  Michigan,  where  direct  con- 
nection is  made  with  railways  to  the  east,  thus  afford- 
ing prompt  dispatch  and  avoiding  the  delays  inci- 
dent to  the  congestion  of  rail  traffic  by  way  of  Chicago, 
Two  steamboat  companies  operate  passenger  and 
freight  steamers  to  aeross-the-lakc  ports  practically 
the  year  round.  Passenger  and  freight  steamers  also 
ply  daily  between  Milwaukee  and  Chicago  and  make 
intermittent  trips  to  points  north,  including  Green 
Bay  ports. 

The  record  of  freight  tonnage  received  and  shipped 
from  Milwaukee  during  the  past  ten  years  follows : 

Inbound  Outbound  Total 

Tons  Tons  Tons 

1921     4,770,584  1,667,802  6,438,386 

1920     4.792,868  1,068,638  5.861,506 

1919     5,591,434  1,411,557  7,002,991 

1918     5,475,340  1,611,210  7,086,550 

1917     5,744,662  1,075,230  6,819,892 

1916     6,616.116  1.308,783  7,924,899 


1915  6,468,674  1,659,024  8,127,698 

1914  6,546,478  1,942,487  8,488.965 

1913  7,225,887  1,649,344  8,875,231 

1912  6,453,610  1,319,355  7,772,965 

Following  is  the  custom  house  record  of  arrivals 
and  departures  at  Milwaukee  for  the  past  ten  years : 

Arrivals  Departur(.a 

No.  of  Register  No.  of   Register 

Vessels  Tonnage  Vessels    Tonnage 

1921     3,564  5,722,289  3,564     5,731,366 

1920     3,593  5,405,900  3,612    5,492.528 

1919     3,830  6,719,421  3,799     6,616,662 

1918     3,680  6,203,672  3,676     6,182.814 

1917     4,371  6,283,636  4,387     6,312,867 

1916     5.195  7,983.081  5,201     7,976,157 

1915     5,417     8,197,693  5,322     8.083,963 

1914     5.977     8,893,730  5,969     8,899,651 

1913     5,864     9,013,650  6,260     9.301,557 

1912     5.301     8,093.991  5,252     8,090,474 


How  The  Dredge  Cut  Its  Way  Through  Jones  Island 


In   Htralghtening   the  ri^er   frontnj^^e  of  Jones   Island,  n   pr  oje«*tion  of  land  .several  acres  in  extent  had  to  be  removed^ 
The   area    was   oeeiipled    by    d^vellini^s    and    river   slieds   belonuinK   <o    fiMlierinen,   ^vlio    were    foreed    to   move    to   loca- 
tions olse«liere   in    the  liarh(»r. 


THE     PORT     OF    MILWAUKEE 


Jones  Island  As  It  Appears  At  The  Present  Time 


Harbor    area    in    tlie    fore«rouud.      Sewage  reduction   works    under    eoUMtruo41on     immediately    south    of    the    liiirbor 

en  trim  re. 

Progress   of  Harbor  Work 


Acquirement  of  shore  lands  and  putting  the  same 
in  condition  to  admit  of  terminal  construction  in  the 
shape  of  piers,  wharves,  railway  tracks,  etc.,  received 
the  first  attention  of  those  interested  in  the  Avork  of 
developing  Milwaukee's  greater  harbor.  With  the 
condemnation  of  four  lots  abutting  the  lake  just  north 
of  the  harbor  entrance,  the  city  became  the  possessor 
of  the  entire  riparian  rights  along  the  lake  front, 
from  Wisconsin  Street  to  the  mouth  of  the  harbor.  A 
rubble  breakwater  was  then  constructed  along  this 
frontage  at  a  distance  of  about  600  feet  from  the  shore 
line,  inclosing  an  area  of  nearly  85  acres.  This  area 
is  now  being  filled  in  by  the  city. 

Meanwhile,  the  north  half  of  Jones  I.sland  was  con- 
demned, and  a  bulkhead  consisting  of  piling  and  stone 
constructed  along  the  lake  front  of  the  island  about 
700  feet  from  the  shore,  connecting  with  the  shore  at 
right  angles  at  the  southerly  end  of  the  harbor  tract. 


This  fornu'd  an  inclosure  embracing  a  little  over  20 
acres.  At  the  same  time  the  inner  side  of  the  island 
was  provided  with  a  pile  and  timber  dock  for  a  dis- 
tance of  about  1,500  feet. 

The  work  of  clearing  off  the  island  was  started 
early  in  the  spring  of  1921.  One  hundred  or  more 
buildings  of  various  character, — dwellings,  warehous- 
es, fishing  sheds,  etc., — had  to  be  torn  down  and  re- 
moved. This  work  devolved  upon  the  owners  of  the 
structures,  who  were  reluctant  in  many  instances  to 
proceed  with  the  work  as  rapidly  as  was  necessary; 
in  fact,  proceedings  in  ejectment  had  to  be  resorted 
to  in  several  cases. 

The  contract  for  dredging  the  Kinnickinnic  basin, 
thus  straightening  the  inner  side  of  Jones  Island,  and 
for  the  removal  of  all  wrecks  and  other  obstructions, 
which  might  be  found  during  the  progress  of  the  work, 
was    awarded    to    the    Cleveland    Engineering    Con- 


7 


THE     PORT     OF    M  I  L  WA  U  K  E  E 


struction  Companj',  on  Friday,  July  15,  1921.  The 
contract  called  for  the  depositing  of  the  dredged  ma- 
terial along  the  inner  and  outer  bulkheads  of  the 
island  to  a  level  of  5  feet  above  datum.  The  contract 
price  was  24%c  per  cu.  yd.,  measured  in  the  fill.  A 
lump  sum  of  $10,000  was  paid  for  the  removal  of  the 
wrecks.  The  electrically-driven  dredge  "Keystone" 
was  employed  in  the  work. 

While  the  dredging  was  in  progress,  it  became  evi- 
dent that  the  land  would  have  to  be  cut  away  to  a 
point  some  distance  beyond  the  north  line  of  the  inner 
revetment  in  order  to  furnish  material  enough  to  meet 
the  requirements  of  the  contract.  Accordingly,  a  wing 
wall  of  piles  and  sheet  piling  was  constructed,  ex- 
tending into  the  land  56  feet,  almost  at  right  angles 
with  the  revetment  in  order  to  prevent  the  northerly 
end  of  the  newly  filled  area  from  caving  into  the 
river.  It  was  also  decided  to  drive  mooring  piles 
along  the  revetment.  The  mooring  piles  are  placed 
50  feet  apart,  and  are  located  at  a  distance  of  60  feet 
back  of  the  face  of  the  revetment.  The  wing  wall 
will  remain  until  it  has  been  definitely  decided  wheth- 
er or  not  to  create  a  carferry  slip  at  that  point,  as 
was  originally  planned.  The  present  mooring  piles 
will  ultimately  be  cut  off  and  become  a  part  of  a  sec- 
ond line  of  anchor  piles  with  which  the  revetment 
will  be  equipped. 

The  work  of  dredging  proceeded  without  inter- 
ruption until  December  17,  1921,  when  cold  and  stor- 
my weather  forced  an  abandonment  of  the  work  un- 
til spring.  "Work  was  resumed  April  25,  1922,  and 
continued  until  September  5.  The  total  amount  of 
material  pumped  up  to  that  time  was  689,892  cubic 
yards.  About  20,000  cubic  yards  consisted  of  silt, 
which  was  dredged  up  to  deepen  a  shoal  spot  in  the 
basin  which  was  causing  vessels  considerable  trouble. 
This  silt  was  pumped  on  the  beach  south  of  the  harbor 
tract. 

Long  before  the  dredging  season  closed,  the  rem- 
nants of  19  old  hulks  of  schooners,  tugs,  scows,  bot- 
toms of  floating  dry  docks,  etc.,  had  been  removed 
from  the  area  in  which  they  were  abandoned  40  or 
50  years  ago.  The  wrecks  had  to  be  bi'oken  up  with 
dynamite. 

The  city  originally  condemned  36.10  acres  of  Jones 
Island  land,  but  the  tract  included  13.15  acres  of  land 
more  or  less  .submerged,  on  the  lake  and  inner  sides 
of  the  island.  In  the  process  of  developing  and  straight- 
ening the  frontages  of  the  island  on  both  sides,  the 
greater  part  of  this  submerged  land  was  filled  in  and 
raised  to  the  proper  grade.  On  the  other  hand, 
several  acres  of  dry  land  were  dredged  away.  There 
still  remains  a  little  over  3  acres  of  land,  lying  out- 


side of  the  established  dock  line  along  the  Sewerage 
Commission's  property,  which  will  eventually  be  re- 
moved in  the  process  of  widening  the  river  channel 
at  that  point.  The  present  area  of  Jones  Island  har- 
bor tract  is  41.4  acres.  Counting  the  cost  of  bulk- 
heading  the  lake  side  of  the  island,  and  allowing  one 
half  the  cost  of  the  dredging  as  a  proper  charge 
against  deepening  the  Kinniekinnic  basin  on  the  in- 
side, the  total  cost  per  acre  of  20.2  acres  of  water  area 
filled  on  the  lake  side  was  $12,900  per  acre. 

The  extension  of  the  inner  revetment  to  the  north 
rests  with  the  Sewerage  Commission.  When  proper 
revetment  is  provided  on  the  inner  side  of  the  sewerage 
tract  the  Harbor  Board  will  consider  the  matter  of  the 
removal  of  the  land  outside  of  the  same. 

The  land  formerly  occupied  by  the  original  gar- 
bage crematory,  and  also  by  the  old  life  saving  sta- 
tion, lying  just  beyond  the  limits  of  the  sewerage  tract, 
both  on  the  north  and  west,  will  be  dredged  away 
by  the  United  States  government  when  it  completes 
the  channel  improvement  in  Ime  with  the  present 
south  pier  at  the  harbor  entrance.  This  land  has  been 
allowed  to  remain  up  to  the  present  time  to  serve  as 
a  buffer  for  the  seas  which  sweep  into  the  mouth  of 
the  harbor  dui'ing  the  prevalence  of  easterly  and 
northeasterly  gales. 

The  proceedings  in  condemnation  of  the  lands 
south  of  the  city's  pi'esent  holdings  on  Jores  Island 
as  far  as  Wilcox  Street  have  reached  the  final  stage. 
After  the  city  has  obtained  possession  of  these  lands, 
the  Board  of  Harbor  Commissioners  will  proceed  to 
extend  the  present  lake  bulkhead  southward  about 
3,800  feet,  and  connect  the  same  with  the  shore.  Kin- 
niekinnic bay  will  then  be  dredged  out  and  the  ma- 
terial thus  obtained  deposited  in  the  area  of  the  lake 
inclosed  by  the  extension  of  the  bulkhead. 

The  next  work  to  be  undertaken  by  the  Harbor 
Board  will  be  the  grading  of  the  tract  north  of  the 
harbor  entrance,  which  is  in  bad  shape  because  of  in- 
discriminate dumping  for  many  years  past.  The  tract 
will  be  leveled  to  5  feet  above  datum.  It  is  esti- 
mated that  122,000  cubic  yards  will  have  to  be  handled 
to  accomplish  the  desired  result. 

The  following  expenditures  have  thus  far  been 
made  in  connection  with  the  development  of  the  outer 
harbor : 

Jones   Island   lands   condemned .$402,195.40 

Third  Ward  lands  condemned 17,650.00  " 

Rubble   mound  breakwater   to   Wisconsin 

Street    306,306.60 

Jones  Island  inner  revetment 101.649.70 

Outer  bulkhead,  Jones  Island 212,823.25 

Dredging  and  filling  along  Jones  Island..     180,503.14 


THE     PORT     OF    M  ILWA  U  K  EE 


Jones  Island  Looking  North  From  Wilcox  Street 


Narroiv   Nfrip    ol'    l:in<l    Iteti^ccii    l.iike    Mioliigau    iinil    Klnnickiiinio    Bay,   soon   to    be   ncquireil    for   liarlior    ptLrpOHeM. 


"Wing     wall     i 
Island    .  . 
Harbor    plans. 


nd     mooring     pilus.     Jones 


5,826.00 
4,513.30 


Total   $1,231,467.29 

Improvements  in  other  parts  of  the  harbor,  pro- 
moted by  the  old  Harbor  Commission  and  the  present 
Board,  cost  as  follows : 

Concrete   dock,   South   Menomonee   Canal..   $30,813.58 
Cornel'    condemned    on    South    jMenomoni'e 

Canal     10,775.00 

Muskego  Avenue   retaining  wall 4,500.00 

Garbage  incinerator  dock 6,600.00 

Dock  foot  of  Milwaukee  St.  and  S.  Water 

St.    (S.    Menomonee    Canal) 18,500.00 

Dock  foot  of  East  Stri'et  and  at  Milwaukee 

River    dam     9,544.00 

Dock    foot    of   Fowler   Street 7,841.54 

Railing    on    dock    in    alley    between    Cedar 

and   State    Streets 400.00 

Dock   foot  of  Johnson  and  foot  of  Clinton 

Streets    14,384.00 


Dock    foot    of   National    Ave.    &    alley    bet. 

Clybourn   and    Fowler   Sts 2,002.00 

Dock  at  alley  bet.  Grand  Ave.  &  Wells  Sts. 

&  ft.  of  Cedar  &  Biddle  Sts 6,434.17 

Dock   foot   of   Chicago    Street 7,798.00 

Dock  foot  of  Prairie  Street 9,895.00 

Dock  foot  of  Unnamed  Street  neai"  Broad- 
way   In-idge 5,130.00 


Total $134,617.20 


MILWAUKEE'S  GREATER  HARBOR  PLAN 

The  plan  which  is  furnishing  tlie  basis  of  harbor 
improvement  at  Milwaukee,  was  executed  by  Mr.  H. 
McL.  Harding  of  New  York  City,  a  recognized  author- 
ity on  all  matters  pertaining  to  port  development. 
The  plan  is  broad  in  scope  and  intensive  in  terminal 
arrangement,  and  is  designed  to  meet  the  requirements 
of  the  vastly  increased  business  of  the  port  during  the 
coming  forty  or  fifty  years,  long  before  which  time  it 
is  expected  many  of  the  present  inner  river  terminals, 


THE     PORT     OF     MIL  If  A  U  K  E  E 


especially  in  the  Milwaukee  River,  will  have  been 
abandoned. 

While  the  Harding  plan  will  undoubtedly  be  fol- 
lowed to  a  very  great  extent,  it  is  more  than  proba- 
ble that  there  will  be  many  departures  therefrom,  be- 
cause of  everchanging  conditions  affecting  not  only 
navigation  interests,  but  business  in  general.  It  is  al- 
ways necessary,  however,  in  the  case  of  large  projects, 
to  have  a  comprehensive  plan  so  that  work  may  pro- 
ceed intelligently  along  basic  lines,  leaving  problems 
which  may  involve  deviations  from  the  plan  to  be  set- 
tled when  such  necessity  presents  itself.  It  is  because 
of  this  uncertainty  and  also  of  the  belief  that  con- 
struction costs  will  undoubtedly  be  much  less  at  some 
future  time  that  the  Board  of  Harbor  Commissioners 
has  never  attempted  to  work  out  an  estimate  of  the 
cost  of  tlie  harbor  project  in  its  entirety. 

The  Harding  plan  comprehends  the  development  of 
an  outer  or  lake  front  terminal  harbor  reaching  from 
Wisconsin  Street  on  the  north  to  Wilcox  Street  on  the 
south,  a  distance  of  about  two  miles.  This  outer  har- 
bor is  divided  into  two  distinct  sections,  one  north  of 
the  harbor  entrance  and  the  other  section  south  of 
the  same.  The  north  section,  although  slightly  less 
than  one  mile  in  length,  has  a  water  frontage  as  meas- 
ured around  the  piers  of  2.1  miles  and  a  land  and  pier 
area  of  115  acres.  The  section  south  has  a  water  front- 
age around  the  piers  just  twice  that  of  the  north  sec- 
tion, making  the  total  for  the  outer  harbor  6.3  miles, 
(exclusive  of  the  harbor  entrance  frontage.)  The 
north  section  is  designed  for  the  handling  of  package 
freight  for  wholesale  and  retail  merchants,  and  pro- 
ducts of  the  farm  and  factory,  while  the  section  south 
will  handle  the  coarser  freight,  such  as  coal,  grain, 
iron  ore,  salt  and  building  material.  The  south  section 
is  designed  to  be  the  great  transshipment  location. 

Seven  piers  and  seven  slips  including  one  carfer- 
ry  slip,  are  shown  in  the  north  section.  Six  of  these 
piers  are  for  commercial  use,  and  the  other  is  a  rec- 
reation pier,  which  is  located  at  the  foot  of  Wiscon- 
sin Street.  The  piers  are  700  feet  long  and  all  ex- 
cept two  are  300  feet  wide.  Five  of  the  slips  are  700 
feet  long  by  250  feet  wide.  These  piers  are  designed 
to  be  provided  with  sheds  and  railroad  tracks  ar- 
ranged for  the  handling  of  miscellaneous  cargoes. 
Standard  mechanical  appliances  will  promote  the 
greatest  speed  in  discharging  and  loading.  To  the 
rear  of  the  piers,  warehouses  are  provided  in  which  car- 
goes can  be  held  either  for  or  from  merchants  in  the 
adjoining  district.  The  plan  shows  an  area  extend- 
ing 1200  feet  north  of  the  north  hai-bor  entrance  pier, 
reserved  for  the  Federal  Government. 

The  south  section  provides  three  large  coal  piers, 
800  feet  wide  by  1,000  feet  long,  for  the  handling  and 


storage  of  coal,  each  pier  having  a  holding  capacity  of 
over  400,000  tons.  At  the  extreme  south  end  of  the 
outer  harbor  is  a  grain  elevator  pier,  with  provision 
made  for  two  grain  elevators  of  1,500,000  bushels  cap- 
acity each.  Elevated  conveyor  galleries  extend  along 
the  sides  of  the  piers  for  discharging  into  the  ships. 
The  sewerage  disposal  plant  occupies  the  north  1,000 
feet  of  the  south  section.  Just  south  of  the  sewerage 
disposal  plant  two  piers  intended  for  miscellaneous 
cargoes  are  disposed.  In  the  rear  of  one  of  these  piers 
are  oil  tanks  for  supplying  fuel  oil  to  ships  burning  oil 
instead  of  coal.  Along  the  westerly  or  river  side  of  the 
south  section  there  is  three  fourths  of  a  mile  of  water 
frontage.  A  two-carferi\y  slip  is  adjacent  to  the  sew- 
erage tract.  The  balance  of  this  frontage  is  designed 
for  coal  storage  and  miscellaneous  cargoes. 

By  this  plan  the  Kinnickinnic  basin  will  have  an 
area  of  110  acres  which  will  furnish  adequate  room  for 
mooring  vessels  during  the  winter  months.  It  is  esti- 
mated that  40  to  50  vessels  could  find  winter  berths  in 
this  basin. 

The  Federal  government  will  assist  in  promoting 
the  Milwaukee  project  by  constructing  a  breakwater 
extending  from  a  point  on  the  south  shore  of  the  bay 
to  a  point  opposite  the  harbor  entrance,  a  distance 
of  9,650  feet.  The  present  north  breakwater  will  be 
extended  about  1,760  feet.  The  entrance  or  opening  be- 
tween the  two  breakwater  arms  will  be  about  500  feet. 
The  inclosed  basin  will  have  an  area  of  1,300  acres. 
The  estimated  cost  of  the  improvement,  which  was 
authorized  by  Congress  at  its  last  session,  is  $4,000,- 
000,  as  follows : 

1,760  linear  feet  north  breakwater  exten- 
sion, at  $280 $492,800 

6,900   linear    feet   south    breakwater    main 

arm,  at  $320    2,208,000 

2,750   linear   feet    south   breakwater   shore 

connection   at   $260 715,000 

275,000  cubic  yards  dredging,  at  25  cts...  68,750 

Removing  250  linear  feet  old  pier,  at  $50.  12,500 

Contingencies,  superintendence,  etc 502,950 

Total $4,000,000 

The  Board  is  now  conducting  a  commercial  survey 
of  the  territory  tributary  to  the  port  in  order  to  de- 
termine the  scope  and  source  of  present-day  com- 
merce, the  trend  of  its  growth  and  its  probable  char- 
acter and  volume  twenty-five  years  or  more  hence. 
A  survey  of  this  nature  is  necessary  in  order  that  the 
Board  may  know  just  what  kind  of  terminals  it  will 
have  to  provide  to  take  care  of  the  future  commerce 
of  the  port. 


10 


THE     PORT     OF    M ILWAU  KEE 


Lake  Michigan  Frontage  Being  Developed  For  Harbor  Purposes 


Area    inclosed    by    a    rubble    mound    breakwater    bet  not' ii    AViMeonsln    Street    and    tbe   harbor    entrance,   In    prooesM   of 

filling   as   a   base   for   pierH,   railway   tracks,   etc. 

Development  of  Milwaukee's 
Present  Harbor 


Milwaukee  harboi-  has  been  the  pride  of  the  com- 
munity from  its  very  infancy.  The  aboriginal  red  men 
who  located  their  wigwams  on  what  is  now  the  site 
of  a  thriving  metropolis,  undoubtedly  had  little  in 
mind  except  the  food  value  of  the  game  and  fish 
which  abounded  in  the  immediate  surroundings ;  but 
the  settlers  and  traders  who  subsequently  followed 
these  forest  nomads  and  who  built  permanent  habita- 
tions on  the  favored  spot,  must  be  credited  with  a 
wider  vision.  To  these  sturdy  pioneers  the  three  eon- 
fluent  rivers  entering  a  sheltered  indentation  of  Lake 
Michigan,  evidently  meant  more  than  mere  food  and 
drink.  They  must  have  sensed  to  a  greater  or  less 
degree  something  of  the  potentiality  for  trade  and 
commerce  of  this  wonderful  combination  of  natural 
advantages.  That  they  builded  far  beyond  the  dreams 
of  their  time  history  has  pi'oven. 

Chronicles  of  early  days  reveal  the  fact  that  as  the 
community  grew  in  numbers,  serious  differences  de- 
veloped between  the  residents  of  the  east  and  west 
sides  of  Milwaukee  River  concerning  the  location  of 
bridges  and  that  as  a  result  a  state  bordering  on  civil 
war  resulted  on  a  number  of  occa.sions.  However. 
it   is  also   a   matter  of  history,   that   notwithstanding 


these  differences  the  people  were  a  unit  when  it  came 
to  matters  appertaining  to  the  harbor. 

Government  engineers  located  the  first  harbor  en- 
trance at  a  point  nearly  opposite  what  is  now  known 
as  Greenfield  Avenue,  or  about  3,000  feet  south  of 
the  present  entrance.  The  site  selected  was  not  pop- 
ular with  the  people,  as  it  was  so  far  from  the  busi- 
ness heart  of  the  settlement.  As  the  government  had 
been  to  considerable  expense  in  completing  the  pro- 
ject, it  was  not  an  easy  matter  to  get  the  Federal 
engineers  to  consider  the  abandonment  of  it,  but  the 
agitation  in  favor  of  a  change  was  so  earnest  and  per- 
sistent that  they  finally  yielded  in  favor  of  the  pre- 
sent harbor  entrance,  which  was  for  a  long  time  called 
the  "straight  cut,"  because  a  channel  was  cut  straight 
through  a  narrow  neck  of  land  at  a  point  where  the 
Milwaukee  River  made  almost  a  right  angle  turn  to 
the  south  in  the  direction  of  the  original  outlet. 
City  Constructed  the  "Straight  Cut." 

The  first  harbor  project  cost  the  Federal  Govern- 
ment $54,500.  Three  appropriations  for  the  v/ork  were 
made,  one  of  $400  in  1836,  another  of  $30,000  in 
1843  and  a  third  for  $20,000  in  1844.  Congress  in  1852 
set  aside  $15,000  for  the  improvement  known  as  the 


11 


THE     PORT     OF     MIL  H'A  U  K  EE 


"straight  cut."  The  amount  was  deemed  entirely  in- 
sufficient for  the  purpose,  so  the  city  assumed  the  task 
of  making  the  much  desired  improvement.  The  gov- 
ernment's combined  appropriation  toward  Milwaukee 
harbor  at  the  time  of  the  completion  of  the  "straight 
cut"  amounted  to  only  $83,973,  while  the  city  spent 
$445,971  including  the  cost  of  litigation  with  contrac- 
tors. 

Since  that  period,  however,  the  goverment  put  a 
concrete  superstructure  on  the  north  pier,  and  built 
an  entirely  new  south  pier,  also  with  concrete  super- 
structure. The  former  was  completed  in  1906,  and  the 
latter  in  1910,  the  combined  cost  being  approximately 
$257,724.  The  present  north  pier  is  1650  feet  long, 
and  extends  about  1300  feet  beyond  the  shore  line.  The 
south  pier  is  about  1610  feet  long  and  extends  about 
1590  feet  beyond  the  original  shore  line.  The  width 
between  the  piers  is  360  feet  at  the  outer  end,  and 
550  feet  at  Ihe  shore  line.  The  shore  end  of  the  new 
south  pier  is  270  feet  south  of  tlie  location  of  the 
shore  end  of  the  original  old  pier.  The  Sewerjgf 
Commission,  in  constructing  the  new  sewage  reduction 
plant,  has  extended  the  shore  line  south  of  the  south 
pier  about  700  feet. 

Development  of  the  Menomonee  Valley. 

Milwaukee's  lake  commerce  steadily  increased  in 
volume  following  the  creation  of  a  more  accessible  har- 
bor entrance.  The  port  soon  became  conspicuous  as 
a  wheat  shipping  center,  and  lumber,  bark  and  other 
forest  products  found  their  way  to  this  market  in 
greater  quantities  every  year.  Additional  water  front- 
age along  the  upper  rivers  was  constantly  being  de- 
veloped, and  the  maintenance  of  channel  depths  to 
these  new  shipping  points  imposed  an  additional  bur- 
den upon  the  city  in  the  cost  of  dredging.  Docks 
had  also  to  be  built  at  the  ends  of  streets  at  points 
where  there  were  no  bridges.  As  vessels  increased 
in  size,  the  outlay  for  dredging  and  docking  kept 
mounting  and  soon  called  for  an  annual  appropriation 
of  from  $15,000  to  .$25,000.  OL'  lale  years  dredging  and 
docking  has  required  from  $30,000  to  $40,000. 

Commerce  continuing  to  demand  more  room,  in 
1868,  a  number  of  leading  citizens  began  to  cast  about 
to  see  what  could  be  done  to  relieve  the  situation.  The 
Menomonee  Valley  at  that  time  was  a  vast  morass 
through  which  the  river  cut  a  tortuous  course.  It  was 
finally  decided  to  reclaim  this  waste  land  by  con- 
structing a  system  of  water  channels  in  the  interest  of 
navigation..  A  number  of  influential  business  men  got 
behind  the  project  and  through  their  efforts  the  state 
legislature  in  1869  passed  an  act  emiKiwering  the  city 
of  Milwaukee  to  create  a  Canal  Commission.  These 
same  citizens,  with  wise  forethought,  obtained  the  nec- 


essary area  required  for  the  proposed  waterways  by 
purchase  or  gift,  and  the  Canal  Commission  was  thus 
enabled  to  accomplish  its  purpose  without  unneces- 
sary delay.  The  Commission  consisted  of  Gen.  F.  C. 
Winkler,  Messrs.  F.  S.  Blodgett  and  Don  J.  Whitte- 
morc. 

Eventually  two  canals  paralleling  the  Menomonee 
River  were  created  and  the  latter  channel  was 
straightened  and  dredged  to  a  width  of  140  feet.  The 
Holton  Canal  connects  the  Menomonee  River  with  the 
South  IMenomonee  Canal  just  west  of  First  Avenue. 
The  latter  channel  was  made  140  feet  wide  also.  The 
Burnham  Canal  parallels  the  South  Menomonee  Canal 
on  the  south.  The  Burnham  Canal  has  an  established 
width  of  135  feet.  Just  north  of  the  Menomonee  Riv- 
er, beginning  at  about  the  foot  of  Eighth  Street,  James 
Kneeland  built  a  slip  extending  westward,  which  was 
thereafter  known  as  the  Kneeland  Slip.  Private  par- 
ties also  cut  slips  into  their  property  connecting  with 
the  South  Menomonee  Canal,  and  thus,  through  the 
combined  afforts  of  the  city  and  the  property-owners 
several  miles  of  water  frontage  was  added  to  Milwau- 
kee's harbor  facilities  at  a  nominal  cost.  The  Men- 
omonee Valley  section  of  the  harbor  ultimately  be- 
came the  center  of  the  immense  coal  business  of  the 
port. 

Creation  of  a  Harbor  of  Refuge. 

Congress,  in  1881,  because  of  numerous  disasters  to 
shipping  on  lake  Michigan,  made  provision  for  the 
creation  of  a  harbor  of  refuge  in  Milwaukee  Bay  by 
tlie  extension  of  a  breakwater  or  sea-wall  across  the 
bay  from  the  north  in  a  southeasterly  direction,  for 
a  distance  of  8,610  feet.  The  last  unit  of  the  struc- 
ture was  completed  in  1909,  the  approximate  cost  of 
the  entire  structure  being  $1,416,417.  Except  the  south- 
erly 1.000  feet,  the  entire  breakwater  has  a  concrete 
superstructure.  The  protected  area  created  by  the 
project  is  about  275  acres,  over  16  feet  deep,  with  a 
maximum  depth  of  32  feet.  A  lighthouse,  displaying 
an  intermittent  red  light  is  located  at  the  extrenu' 
southerly  end  of  the  breakwater. 

An    Outer   Harbor   Suggested. 

Conditions  were  considered  so  satisfactoiy  at  this 
time  that  harhin'  agitation  subsided  for  a  number  of 
years.  However,  in  the  spring  of  1900  Mayor  David 
S.  Rose  in  his  message  to  the  Connnon  Council  rec- 
ommended the  construction  of  a  system  of  docks  and 
terminals  in  deep  water  outside  of  Jones  Island, 
south  of  the  harbor,  because,  as  he  stated,  the  rivers 
were  growing  inadequate  to  meet  the  demands  of  a 
growing  commerce.  Col.  Warren,  wlio  was  tlicn  Uni- 
ted States  Engineer,  invited  an  expression  in  regani 
to  the  matter  from  the  Chamber  of  Commerce,  and  a 


12 


r  HE     PORT     OF    M  I  L  IV  A  U  K  EE 


Menomonee  Valley  Coal  District 


Thl!.    view    KiiK    taken    ilurints    the    prevalence    of   the    <-o:i 

lilV.    :in<l    the    elil|lt 

committee  from  that  body  reported  adversely  on  the 
proposition.  Col.  Warren  submitted  this  report  to 
the  department  at  Washington,  and  in  his  own  re- 
port declared  against  an  outer  harbor.  Col.  Warren's 
report  was  promptly  approved  by  Secretary  of  War 
Koot. 

Mayor  Rose  persisted  in  the  matter,  however,  and 
in  the  spring  of  1901.  he  invited  representatives  of 
the  various  commercial  organizations  to  meet  in  City 
Hall  to  consider  harbor  matters.  At  that  meeting  a 
committee  of  ten  citizens  was  appointed  to  be  known 
as  the  Permanent  Harbor  Improvement  Committee. 
After  several  months  of  investigation  this  committee 
Imported  to  the  Mayor  and  Common  Council  recom- 
mending that  the  channels  be  deepened,  but  it  made 
no  recommendations  as  to  Jones  Island  and  the  outer 
harbor.  The  Committee  then  requested  the  Federal 
government  to  make  a  permanent  survey  of  Milwau- 
kee harbor,  and  that  permanent  harbor  lines  be  es- 
tablished throughout  its  confines. 

Col.  Warren,  submitted  a  report  to  the  Chief  of 
Engineers  in  August,  1003,  outlining  a  number  of 
improvements  in  the  inner  harbor,  including  the  en- 
lai'ging  of  Kinnickinnic  Kivcr  to  a  width  of  200  feet, 
and  the  construction  thereon  of  two  turning  basins 
of  sufficient  size  to  accommodate  600-foot  vessels.  Also 
the  widening  of  the  Menomonee  River  by  the  removal 


1    miners'  Htrike,  whleh  aeeountx  for  the  ab.senee  of  marine 
ineN.s    of    the    iloekN. 

of  a  corner  at  the  entrance  to  the  South  Menomonee 
Canal,  and  the  removal  of  another  corner  on  the  lat- 
ter channel  just  opposite  *Elevator  "A."  The  city  was 
required  to  acquire  the  lands  necessary  for  widening 
the  channels  and  creating  turning  basins,  after  which 
the  government  was  to  do  the  necessary  dredging. 
C'ol.  Warren  estimated  the  cost  of  the  project  at  $318, 
581,  and  the  project  was  adopted  by  Congress  March 
3,  1905. 

Work  of  the  Harbor  Commission. 
Aside  from  securing  several  pieces  of  land  neces- 
sary to  the  widening  of  the  Kinnickinnic  River  and 
the  creation  of  a  turning  basin,  nothing  was  done  to- 
wards the  realization  of  this  project.  However,  in 
May,  1908,  the  Common  Council  authorized  the  ap- 
pointment of  a  special  committee  of  five  members  to 
ascertain  the  cost  of  acquiring  Jones  Island  and  ad- 
vise the  Common  Council  as  to  the  feasibility  of  es- 
tablishing harbor  terminals  thereon.  The  connnittee 
was  made  up  of  Almermen  Frederick  C.  Bogk,  P.  H. 
Connelly,  Oscar  Altpeter,  S.  H.  Tarrant  and  Max 
Grass.  At  the  same  meeting  a  resolution  was  intro- 
duced declaring  in  favor  of  an  outer  harbor  and  di- 
recting that  the  United  States  Government  be  re- 
quested to  make  the  necessary  preliminary  survey 
looking  to  that  end.  Accordingly,  Congress,  in  March, 
*This  elevator  was  destroyed  by  fire  in  1921. 


13 


THE     PORT     OF    M  I  L  fVA  U  K  E  E 


1909,  ordered  another  survey  of  Milwaukee  harbor 
with  a  view  to  the  creation  of  outer  terminals  and  also 
with  a  view  to  modification  of  the  Warren  plan. 

In  response  to  this  authorization  Major  C.  S.  Broni- 
well,  submitted  a  report  on  the  preliminary  survey. 
He  recommended  that  a  plan  and  estimate  of  an  outer 
harbor  be  prepared,  inasmuch  as,  in  his  judgment,  it 
was  probable  that  such  a  harbor  might  be  needed  in 
the  not  far  distant  future,  should  the  commerce  of 
Milwaukee  continue  to  increase  at  the  same  rate  as  it 
had  done  in  the  past. 

In  June,  1909,  the  Common  Council  special  com- 
mittee of  five  reported  in  favor  of  the  acquirement  of 
Jones  Island  for  the  establishment  of  municipal  ter- 
minals thereon,  and  the  Committee  was  promptly  au- 
thorized to  engage  Mr.  Isham  Randolph,  C.  E.,  of 
Chicago,  to  make  a  full  detailed  engineering  report  on 
the  proposition  and  to  submit  a  plan  of  development. 
The  report  and  plan  of  Mr.  Isham  Randolph  was  sub- 
mitted in  the  spring  of  1910,  l)ut  the  Common  Council 
indefinitely  postponed  the  resolution  declaring  in  favor 
of  an  outer  harbor  and  rejected  the   Randolph  plan. 

The  Mayor  was  then  authorized  to  appoint  a  Har- 
bor Commission  of  nine  citizens  of  Milwaukee  con- 
versant with  harbor  and  shipping  matters  to  study  the 
needs  of  Milwaukee  in  regard  to  harbor  facilities  and 
to  act  in  an  advisory  capacity  to  the  Conunon  Coun- 
cil in  regard  thereto.  Mayor  Emil  Seidel  made  the 
appointments  to  the  Commission  on  ilonday,  October 
23,  1911,  but  the  body  did  not  formally  organize  un- 
til Tuesday,  February  13,  1912,  the  Common  Council 
having  meanwhile  made  financial  provision  for  the 
prosecution  of  its  work. 

The  Commission  rendered  a  I'eport  in  Alay,  1912, 
in  which  it  recommended  the  early  acquirement  of 
Jones  Island.  The  Commission  stated  that  the  time 
had  not  arrived  when  the  utilization  of  Jones  Island 
for  outer  harbor  purposes  was  necessary,  but  it  fa- 
vored development  on  the  inner  side,  together  with  the 
deepening  and  docking  of  Kinnickinnic  Bay.  The  Com- 
mission also  advised  that  immediate  steps  be  taken  to 
remedy  disadvantages  in  the  Menomonee  and  Kin- 
nickinnic Rivers. 

With  the  making  of  this  report  the  first  Harbor 
Commission  ceased  its  activities,  it  having  been  de- 
clared an  illegal  body  by  the  Common  Coiuicil  because 
the  appointments  to  its  membership  were  not  con- 
firmed by  that  body.  However,  on  August  19,  1912, 
the  Common  Council  authorized  the  appointment  of  a 
new  Commission,  and  Mayor  G.  A.  Bading  made  such 
appointments  on  October  12,  1912. 

The  reorganized  Commission  urged  the  early  ac- 
quirement of  Jones  Island  by  the  city  on  the  ground 
that  it  afforded  the  only  I'einaining  opportunity  for  the 


municipality  to  acquire  water  frontage  capable  of  com- 
prehensive terminal  development.  Acting  on  this  sug- 
gestion, the  Common  Council  provided  the  necessary 
funds  and  ordered  the  condemnation  of  Jones  Island  as 
far  south  as  the  old  harbor  entrance.  Before  the  pro- 
ceedings started  the  Sewerage  Commission  was  given 
authority  to  acquire  the  north  1,000  feet  of  the  island 
for  a  municipal  sewage  disposal  plant. 

Outer  and  Inner  Harbor  Planned. 

In  June,  1919,  the  Common  Council  authorized 
the  Commission  to  engage  competent  engineering  ser- 
vices to  draft  necessary  plans  for  inner  and  outer 
harbor  improvement.  Acting  on  this  authority  the 
Commission  engaged  Mr.  H.  McL.  Harding  of  New 
York  City  to  study  and  prepare  an  engineering  re- 
port and  plans  pertaining  to  the  Milwaukee  Harbor 
project. 

An  engineering  report  and  plans  of  the  proposed 
harbor  improvement  were  duly  received  from  Mr. 
Harding,  and  after  having  been  carefuly  reviewed 
by  the  Commission  were  submitted  to  the  Common 
Council,  which  approved  the  same  on  Tuesday,  June 
28,   1920. 

The  submission  of  the  plans  was  the  last  official 
act  of  the  Harbor  Commission.  The  retiring  Com- 
mission promoted  the  following  units  of  harbor  im- 
provement   during    the    time    it    was    in    existence : 

The  condemnation  of  the  north  half  of  Jones  Island 
and  the  inauguration  of  proceedings  in  condemnation 
of  the  lower  half  of  the  same  as  far  south  as  Wilcox 
Street. 

Removal  of  obstructing  corners  on  the  Menomonee 
River  and  South  Menomonee  Canal. 

Survey  to  establish  a  uniform  system  of  harbor 
lines. 

Construction  of  a  rubble  mound  breakwater  along 
the  shore  of  Lake  Michigan  from  Mason  Street  to  the 
liarbor  entrance. 

Revetment  of  the  inner  side  of  Jones  Island. 

Bulkheading  in  the  lake  to  protect  the  fill  on  the 
outside  of  Jones  Island. 

Survey  by  the  Federal  government  to  determine 
the  need  of  additional  breakwater  protection  at  Mil- 
waukee. 

Securing  the  Harding  plans  and  engineering  re- 
port. 

The  following  citizens  of  Milwaukee  served  with 
credit  at  various  times,  on  the  old  Harbor  Commis- 
sion :  Wm.  George  Bruce,  Fred  C.  Revnolds.  R.  H. 
Pinklev,  Capt.  Henry  Leisk,  *W.  P.  Bishop,  Carl  C. 
Joys,  M.  A.  Beck.  Capt.  John  McSweeney,  *E.  A.  Cor- 
ni]li(\  Win.  Schlosser,  0.  N.  Anderson,  John  C.  Davis, 
n.  W.  Chipman.  John  S.  Stover,  Harry  M.  Stratton,  L. 
J.  King,  John  F.  Jackson,  Jesse  B.  Whitnall,  Wm.  C. 
Starke,  Conrad  Trimborn,  Wm.  F.  Quick,  Frank  Tilley. 

^Deceased. 


14 


THE     PORT     OF    MILWAUKEE 


Coal  Yards  On  The  Upper  Milwaukee  River 


SteaiiierM    pasN    tli rough    tlie    bu.siue.s.s    center    of    the    city    to    reneh    these    doeks. 

Development  of  the  Coal  Trade 


Milwaukee  is  the  second  coal  receiving  port  on  the 
Great  Lakes,  being  outranked  only  by  the  dual  port  of 
Duluth-Superior.  Advei'se  conditions,  such  as  strikes, 
etc.,  affect  receipts  detrimentally  at  times,  but  normal- 
ly about  5,000,000  tons  of  coal  are  received  at  the  port 
annually.  About  half  of  this  amount  is  consumed  in 
the  city  and  suburbs,  and  the  remainder  is  shipped  to 
various  points  in  the  west  and  southwest. 

Obviously,  coal  did  not  figure  to  any  extent  in  the 
early  days  of  the  port,  as  wood  was  easily  obtainable 
and  was  correspondingly  cheap.  However,  as  the  city 
grew  in  population  and  industries  began  to  multiply, 
the  need  of  more  lasting  fuel  forced  the  import  of  soft 
coal  from  Eastern  mines  by  lake. 

An  old  settler  is  authority  for  the  statement  that 
there  were  three  coal  yards  doing  business  at  Mil- 
waukee during  the  early    '50s.     They  were   operated 


respectively  by  Anthony  Green,  R.  P.  Elmore  &  Co., 
and  a  man  named  Tompkins.  Anthracite  was  hardly 
known  in  the  West  at  that  time.  Hard  coal  was 
brought  to  Milwaukee  about  1856  by  Anthony  Green, 
a  former  Philadelphian,  and  one  of  the  pioneer  coal 
men  just  enumerated.  The  first  cargo  consisted  of 
300  tons  of  Lehigh  lump.  The  coal  was  not  screened, 
but  came  in  chunks  of  all  sizes,  some  of  which  were 
rather  formidable  in  proportions.  These  lumps  had  to 
be  broken  up  by  hand  into  sizes  suitable  for  use  in 
the  ordinary  stoves  of  those  days.  Mr.  Green  found  it 
difficult  to  convince  the  people  of  the  value  of  the  new 
fuel,  but  he  finally  succeeded,  and  as  a  result  "Green's 
Family  Coal  Yard"  is  said  to  have  become  a  popular 
fuel  mart. 

A  cargo  of  500  tons  was  looked  upon  with  amaze- 
ment in  those  days,  and  dealers  found  it  difficult  to  un- 
load  vesels    expeditiously.      Tubs    and    wheelbarrows 


15 


THE     PORT     OF    M  ILWAU  K  EE 


were  the  appliances  employed.  A  line  was  run  through 
a  pulley  fastened  to  the  dock,  and  then  through  an- 
other pulley  swung  between  the  masts  of  the  vessel. 
By  means  of  this  rig  a  tub  which  held  about  250 
pounds  was  lowered  into  and  raised  out  of  the  hold  of 
the  vessel.  Men  then  conveyed  the  coal  to  the  yard 
bins  in  wheelbarrows  over  elevated  plank  roadways 
built  to  a  height  of  from  15  to  20  feet  on  top  of  empty 
sugar  hogsheads  or  wooden  "horses".  By  working 
two  hatchways  a  boat  was  generally  unloaded  in  two 
days  time.  In  the  '70s,  when  vessels  carrying  from 
1,200  to  1,300  tons  of  coal  became  numerous,  the  same 
method  of  unloading  was  pursued,  and  it  required 
from  three  to  four  days  to  unload  a  vessel  of  that  size. 
With  present-day  machinery,  the  same  amount  of  coal 
can  be  handled  in  the  course  of  three  or  four  hours. 

The  first  official  record  of  coal  receipts  at  the  port 
shows  that  11,763  tons  were  received  in  1858.  In  1862 
the  receipts  had  increased  to  21,860  tons.  Ten  years 
later,  210,194  tons  were  received,  and  a  decade  later, 
in  1882,  the  receipts  aggregated  593,842  tons.  At  this 
time  Milwaukee  began  to  attract  attention  as  a  coal 
distributing  point,  and  a  number  of  the  principal  coal 
companies  of  the  East  purchased  dock  property  and 


established  yards  for  the  distribution  of  coal  locally 
and  by  rail.  From  that  time  on  the  business  gradually 
became  centralized,  and  most  of  the  smaller  coal  yards 
were  abandoned. 

The  receipts  turned  the  million  ton  mark  once  dur- 
ing the  '80s— in  1888.  Beginning  with  1891  the  re- 
ceipts never  again  fell  below  a  million  tons,  but  ad- 
vanced almost  steadily.  In  1903  the  receipts  of  coal 
jumped  to  3,021,643  tons,  and  ten  years  later  reached 
the  record  figure  of  5,860,263.  Milwaukee  was  then  re- 
garded as  the  largest  coal  distributing  point  on  the 
Great  Lakes. 

The  handling  of  several  millions  of  tons  of  coal 
over  docks  during  the  few  months  of  navigation  na- 
turally called  for  the  latest  and  best  appliances  for  un 
loading  vessels  and  transferring  the  coal  to  the 
storage  yards.  In  this  respect  Milwaukee  is  well  pro- 
vided for. 

There  are  26  coal  receiving  docks  in  Milwaukee 
harbor  at  present,  including  two  docks  connected  with 
industrial  plants.  No  port  on  the  Cxreat  Lakes  has  so 
many  individual  coal  receiving  yards  as  has  Milwau- 
kee. The  yards  combined  have  a  storage  capacity  of 
over  3,000,000  tons,  and  the  machinery  connected  with 


Familiar  River  Scene  At  Milwaukee 


Passenger  steamer  passing  up  Mllvraukee   River  throueb    tlie  heart   of  the   eity. 

16 


m 


o 


THE  MILWAUKEE  HARBOR  PROJECT 


c 


THE     PORT     OF    M  I  L  WA  U  K  E  E 


Milwaukee's  Coal  Piles  Keep  The  Northwest  Warm 


Ininiense    Mtorufj^e   ynrd    of    the    Milivaukee-Westei'u    Fuel   C<iiiip»ny    at    Greenfield    Avenue. 


them,  represents  an  unloading  capacity  of  over  100,- 
000  tons  in  ten  hours.  While  practically  all  the  coal 
handling  machinery  in  the  harbor  is  the  best  that  could 
be  employed  in  every  instance,  to  meet  varying  dock 
situations,  there  are  several  notable  examples  of  extra- 
ordinary capacity. 

For  instance,  the  Sixteenth  Street  yard  of  the  Mil- 
kaukee-Western  Fuel  Co.,  is  equipped  with  an  elec- 
trically operated  portable  bridge  with  an  8-ton  clam- 
shell and  another  portable  bridge  also  electrically 
operated,  with  a  7-ton  clamshell,  which  give  the  dock 
an  unloading  capacity  of  1,000  tons  per  hour.  The  re- 
volving bridge  at  the  works  of  the  Milwaukee  Coke 
and  Gas  Company  is  the  largest  gantry  crane  erected 
thus  far.  It  has  a  clear  span  of  360  feet  and  a  canti- 
lever extension  of  120  feet,  and  carries  a  5-ton  bucket. 
At  this  plant  three  fast  hoists  take  coal  from  vessels 
at  the  rate  of  300  tons  each  per  hour,  or  a  total  of 
900  tons  per  hour.  The  equipment  delivers  coal  into 
storage  at  the  rate  of  600  tons  per  hour  by  belt  con- 
veyor, and  out  of  storage  by  bucket  conveyor  at  the 
rate  of  400  tons  per  hour.  The  hoisting  apparatus  is 
designed  to  take  care  of  1,500,000  tons  of  coal  over  the 
dock  in  the  course  of  a  season.     Fullj'  a  dozen  coal 


docks  in  Milwaukee  harbor  are  equipped  to  handle 
cargoes    of  5,000  tons  or  over  in  a  period  of  10  hours. 

The  Menomonee  Valley  is  the  center  of  the  coal 
trade  at  present,  but  the  lower  Kinnickinnic  Valley 
and  basin  adjacent  to  the  harbor  is  fast  assuming 
prominence  in  this  respect,  and  when  the  Jones  Is- 
land improvement  has  been  completed  this  zone  of  the 
harbor  is  bound  to  attract  the  major  part  of  the  coal 
business  of  the  port. 

Receipts  of  coal  by  lake  and  rail  at  Milwaukee  for 
the  past  ten  years  were  as  follows : 

By  lake  By  rail  Total 

Tons  Tons  Tons 

1921  3,993,533  798,178  4,791,711 

1920  3,654,788  1,054,964  4,709,752 

1919  4,469,120  532,936  5,002,056 

1918  4,459,316  728,851  5,188,167 

1917  4,186,287  987,513  5,173,800 

1916  4.950,208  246,174  5,196,382 

1915  5,007,388  193,157  5,270,545 

1914  5,109,242  250,852  5,360,094 

1913  5,551,478  308,785  5,860,263 

1912  4.906,393  265,864  5,172,257 


17 


THE     PORT     OF    M  I  L  IVA  U  K  E  E 


The  Essentials  of  Port  Development 


Continued   from  Page   4 


On  the  Canadian  side  Toronto  is  manifesting  a 
most  progressive  spirit  in  port  development.  The  en- 
tire waterfronts  of  that  city  have  been  brought  under 
public  ownership  and  control  and  millions  of  dollars 
have  been  spent  in  providing  the  most  modern  harbor 
facilities.  All  this  has  been  done  in  spite  of  the  fact 
that  its  harbor  tonnage  is  as  yet  small.  Toronto  is 
building  for  the  future  and  invites  waterborne  com- 
merce through  superior  port  facilities  just  as  a  mer- 
chant invites  trade  through  an  attractive  store  and  a 
complete  assortment  of  goods. 

The  solution  must  eventually  be  found  in  the  utili- 
zation of  the  outer  waterfronts,  holding  at  a  consis- 
tent minimum  the  area  over  which  the  harbor  activities 
are  to  be  extended,  and  by  intensifying  here  the  effi- 
ciency of  the  general  port  facilities. 

The  Port  of  Milwraukee 
When  at  a  recent  hearing  of  the  Rivers  and  Har- 
bors Committee  at  Washington  it  developed  that  th<' 
port  of  Milwaukee  had  gone  far  in  advance  of  other 
lake  cities  in  the  development  of  a  comprehensive 
harbor  scheme,  and  Congress  readily  approved  a  pro- 
ject which  calls  for  an  expenditure  of  four  million  dol- 
lars to  protect  the  same,  there  was  inquiry  as  to  just 
what  this  meant. 

It  meant  that  Milwaukee  realized  ten  years  ago  that, 
with  the  growing  changes  in  the  character  of  the  lake 
commerce,  the  crowding  of  water  terminals  from  the 
river  banks  of  large  commercial  centers,  and  the  in- 
creasing cost  of  handling  large  craft  through  tortu- 
ous inner  harbors,  some  study  of  future  port  develop- 
ment would  prove  timely. 

The  local  harbor  improvements,  which  had  hitherto 
been  in  the  hands  of  an  aldermanic  committee,  were 
entrusted  in  a  commission  made  up  of  citizens  familiar 
with  lake  commerce  and  with  the  physical  conditions 
of  the  local  harbor.  It  was  realized  that  an  aldermanic 
committee,  at  best,  is  transient  in  character,  and  that 
a  body  of  men  in  sympathetic  touch  with  local  port 
affairs,  enjoying  a  long  tenure  of  office,  was  best  suited 
to  provide  a  comprehensive  plan  involving  years  of 
study  and  a  continuous  policy  of  development. 

The  harbor  commission  proceeded  to  gather  the 
best  port  experience  of  the  world.  If  soon  recognized 
that  the  municipal  ownership  of  waterfronts,  best 
suited  for  terminal  purposes,  was  desirable,  and  that 
the  policy  of  public  control  of  harbor  operations  was 
highly  essential. 


The  riparian  rights  of  that  part  of  the  lake  front 
best  suited  for  commercial  harbor  purposes  were  trans- 
ferred from  the  railroad  that  owned  them  to  the  muni- 
cipality. The  city  then  proceeded  to  acquire  a  pen- 
insula known  as  Jones  Island,  adjoining  the  mouth  of 
the  harbor  and  lying  between  the  lake  and  an  inner 
river,  adjacent  to  the  industrial  section  of  the  city. 
This  peninsula,  a  mile  in  length,  which  was  in  part 
occupied  by  hundreds  of  fishermen's  huts  and  in  part 
by  an  iron  industry,  will  ultimately  be  utilized  for 
harbor  purposes. 

Those  in  charge  of  the  development  have  planned 
facilities  which  will  enable  ships  to  discharge  their  car- 
goes with  a  minimum  of  expenditures  in  time,  money 
and  effort,  with  the  purpose  of  making  the  port  of 
Milwaukee  attractive,  along  lines  of  economy  and  effi- 
ciency, and  thus  invite  an  increased  commerce  for  the 
future. 

With  the  introduction  of  adequate  docks  and 
whai'ves,  the  establishment  of  transit  sheds  and  ware- 
housing, adequate  rail  connections  and  unloading  de- 
vices, shipping  operations  may  be  conducted  upon  a 
basis  that  will  attract  commerce  which  is  now  diverted 
to  other  parts. 

The  very  fact  that  the  harbor  op(>rations  are  con- 
centrated at  a  point  where  ships  have  free  and  unob- 
structed access  in  close  proximity  to  the  open  sea  is  an 
advantage  which  is  readily  recognized.  When  ships 
can  reach  their  docks  without  bridge  delays  and  the 
expense  of  tug  hauling,  discharge  and  receive  cargoes 
expeditiously  and  at  a  minimum  of  cost,  the  first  es- 
sential in  port  efficiency  is  met. 

In  the  development  of  Jones  Island  and  the  Kin- 
nickinnic  Basin  as  the  center  of  future  port  opera- 
tions, the  assurance  is  given  that  Milwaukee  is  pro- 
ceeding along  ]3roper  lines  in  bringing  natural  environ- 
ment and  physical  situation  to  the  highest  stage  of 
utility  and  service. 

Liberal  in  Support  of  Harbor 

In  the  improvement  made  along  the  new  harbor  de- 
velopments the  municipality  has  spent  something  like 
two  million  dolars.  It  expects  to  spend  several  millions 
more  before  the  entire  plan  has  been  realized.  The 
money  has  been  raised  by  bond  issues  voted  at  pop- 
ular elections  which  have  always  received  a  heavy 
vote.  The  city  council,  as  well  as  the  general  citizen- 
ship has  loyally  supported  the  harbor  commission  in 
all  its  policies  and  departures. 


\i 


THE     PORT     OF    M  I  L  fVA  U  K  E  E 


A  Typical  Coal  Unloading  Bridge 


S(e:iiiier   I'ut^rll    StiirklKiiiNe    iiiKler  tlit'   lioiMt   lit    the  i»l:iut   4il'    tlie    31il\Miiikee    ('4»ke   11114I    (iiiN    ( '(»iii|>auy. 


Until  1850,  all  communications  between  Milwaukee 
and  the  East  were  via  the  Great  Lakes.  To-day  one- 
thii'd  of  the  combined  rail  and  water  tonnage  still 
comes  and  goes  via  the  water  routes.  The  traditional 
feeling  that  the  harbor  must  be  kept  upon  a  basis  ol 
efficiency  is  as  strong  to-day  as  it  was  in  the  fifties 
of  the  last  century.  This  may  be  noted  from  the  fact 
that  while  the  tonnage  of  the  port  of  Chicago  proper 
has  declined  to  less  than  2,000,000  tons,  the  tonnage 
of  the  port  of  Milwaukee  has  exceeded  the  9,000,000 
ton  mark. 

At  two  elections  the  harbor  bonds  received  a  higher 
vote  than  was  accorded  to  the  school  bonds  wiiicli 
usually  receive  the  highest  vote. 

In  developing  a  comprehensive  harbor  scheme,  and 
one  which  aims  to  utilize  to  the  fullest  the  natural  sit- 
uation that  is  offered  the  commission  has  brought  to 
its  service  the  best  harbor  experts  in  the  United  States. 
Besides,  it  has  availed  itself  of  the  helpful  coopera- 
tion of  the  harbor  engineers  of  the  War  Department. 

The  citizens  of  Milwaukee  are  firmly  imbued  with 
the  thought  that  the  commerce  of  the  Great  Lakes  is 
still  in  its  infancy,  and  that  with  the  ultimate  coordi- 
nation in  this  country  of  the  rail  and  water  routes 
there  will  be  a  great  demand  for  the  service  of  the 
latter.    Its  people  also  believe  that  Milwaukee,  by  vir- 


tue of  its  advantageous  location  and  through  the  crea- 
tion of  a  modern  harbor,  will  conunand  a  larger  share 
of  the  future  Great  Lakes  commerce. 

And  it  is  with  this  thought  in  nnnd  that  the 
Harbor  Commission  has  planned  a  comprehensive  har- 
bor and  port  development  scheme  which  shall  serve  a 
constantly  growing  waterborne  commerce  and  meet 
to  the  fullest  the  future  needs  of  the  city  in  this  direc- 
tion for  years  to  come. 


WHY  UNCLE  SAM  RULES  THE  WATERS 

Wiiat  was  known  as  Northwest  Territory  passed 
into  the  hands  of  Great  Britain  by  the  Ti'eaty  of  Paj-is 
in  1763,  and  was  by  her  ceded  to  the  United  States  in 
1783. 

The  part  of  the  ordinance  of  1787  dedicating  the 
navigal)le  waters  of  the  Territory  to  navigation  reads 
as  follows : 

"The  navigable  waters  leading  into  the  Mississippi 
and  St.  Lawrence,  and  the  carrying  places  between  tlic 
same,  shall  be  common  highways  and  forever  free  as 
well  to  the  inhabitants  of  the  said  Territory  as  to  the 
citizens  of  the  United  States  and  those  of  any  other 
states  that  may  be  admitted  into  the  Confederacy, 
Avithout  any  tax,  impost  or  duty  therefor." 


19 


THE     PORT     OF    MIL  M'J  U  K  EE 


Milwaukee's  Grain  Trade  -  Past 

and  Present 


Milwaukee's  early-day  commerce  was  naturally  of 
a  trading  nature.  Three  small  Chicago  vessels,  the 
Chicago  Packet,  Virginia  and  Aurora  are  credited 
with  having  arrived  at  the  settlement  in  1823,  but 
there  is  no  record  of  what  they  brought  or  took  away. 
It  was  not  until  1835  and  1836,  however,  that  naviga- 
tion became  fully  established  on  Lake  Michigan. 
^Milwaukee  had  314  vessel  arrivals  during  1836,  and 
the  first  load  of  wheat  Avas  marketed  at  the  port  the 
same  year.  The  first  steamer,  the  James  Madison, 
stopped  at  Milwaukee  May  28,  1837.  Sailing  vessels 
were  the  principal  carriers  in  those  days,  lumber,  wood, 
railway  ties,  tan  bark  and  other  forest  products  being 
the  chief  articles  of  traffic.  Flour  and  provisions  of 
all  kinds  came  from  Chicago,  while  small  schooners 
brought  occasional  loads  of  grain  from  ports  to  the 
north. 

Up  to  1850  thei'c  was  not  a  mile  of  railway  leading 
into  Milwaukee.  In  1851,  however,  a  line  was  con- 
structed as  far  as  Waukesha,  a  distance  of  20  miles. 


This  was  the  beginning  of  the  ^Milwaukee  &  Mississippi 
Road.  The  year  following,  additional  railway  enter- 
prises were  launched,  and  in  the  course  of  a  few  years 
Milwaukee  was  receiving  grain  and  other  products 
over  five  different  railway  lines,  viz :  The  Milwauket 
&  Mississippi;  Milwaukee,  Watertown  &  Baraboo  Val 
ley;  Milwaukee  &  Hoi'icon,  LaCrosse  &  Milwaukee,  and 
the  Milwaukee  &  Chicago  Line.  The  latter  became  part 
of  the  present  Chicago  &  Northwestern  system,  and  the 
other  lines  ultimately  became  units  of  the  pi'csent 
Chicago,  Milwaukee  &  St.  Paul  Railway. 
Growth  of  the  Grain  Trade 
As  the  country  tributary  to  Lake  Michigan  in- 
creased in  productiveness,  grain,  more  especially 
wheat,  began  to  figure  extensively  in  Milwaukee's 
commerce.  The  first  grain  shipment  from  the  port 
was  made  in  1841,  when  the  schooner  Illinois  took  a 
cargo  of  4,000  bushels  of  wheat  to  a  Canadian  destina- 
tion. Four  years  later,  in  1845,  the  records  show  that 
the  shipments  of  wheat  for  the  year  aggregated  95,510 


Norwegian  Tramp  Steamer  Visits  Milwaukee 


The  Modenn   of  rhrlNtliinta,   Norway,   loading;  grraiii    for    Monlrea!    nt    tlie    Kinnieklnnir    elevator. 

20 


THE     PORT     OF    M ILWAU  K  EE 


Steamer  Loading  Grain  At  The  C.  &  N-W.  Elevator 

On  Kinnickinnic  Bay 


■    OOMAHUE-STRATTONCa 


'^ 


-^f 


.<" 


f 


Steamer    Hairvey 


IJ.     Goulder    taking    on    a    enrto    of   ari<(.(KIO   biiNhelx    of    ^viieat    anil    120,000    biiMhel.s    of   eorn. 
or  38S.0OO  buNliels  In  all. 


bushels.  In  1849  otlu'i-  grains  tlian  wheat  began  to  be 
represented  in  the  shipments  out  of  Milwaukee,  which 
in  that  year  exceeded  the  million  bushel  mark  by  over 
157,000  bushels. 

Elevator  and  Storage  Capacity 

Up  to  1857  all  grain  arriving  at  Milwaukee  was 
handled  in  bags  and  stored  in  warehouses.  During 
this  year  L.  J.  Higby  built  the  first  elevator.  It  had  a 
capacity  of  about  50,000  bushels  of  wheat.  The  same 
year  Angus  Smith  &  Co.,  erected  an  elevator  with  a 
capacity  of  about  450,000  bushels  of  wheat.  The  latter 
company  built  an  additional  elevator  in  1861  with  a 
capacity  of  700,000  bushels,  and  later  on,  in  1864,  the 
Chicago,  Milwaukee  &  St.  Paul  Railway  Co.,  built  an 
elevator  with  a  capacity  of  1,500,000  bushels,  which 
was  declared  at  that  time  to  be  the  largest  elevator  in 
the  world. 

Direct  Trade  to  Europe. 

Milwaukee  was  put  on  the  map  as  a  grain  .shipping 
port  in  1856,  when  the  schooner  Dean  Richmond  took 
a  cargo  of  14,320  bushels  of  wheat  to  Liverpool.  Three 
years  later  the  bark  T.  F.  Park  took  16,643  bushels  of 
wheat  to  Cork,  Ireland,  and  the  schooner  M.  S.  Scott 
carried  a  load  of  wheat  and  walnut  lumber  to  a  Ger- 
man port.     While  there  is  no  record  of  the  previous 


departure  of  the  schooner  George  D.  Dousman,  she  evi- 
dently took  a  cargo  of  wheat  to  Liverpool  about  this 
time.  Early-day  historians  credit  the  vessel  with  hav- 
ing returned  to  Milwaukee  in  1859  with  a  cargo  of  salt 
for  Layton  and  Plankinton,  pork  packers.  Milwau- 
kee's ambition  to  establish  direct  trade  with  Europe 
was  then  thoroughly  aroused. 

Ill  1861  the  bark  Ravenna,  brig  J.  (r.  Deshler 
and  schooners  Col.  Cook  and  Gold  Hunter  sailed  for 
Liverpool  with  cargoes  of  wheat.  During  that  season 
forty  vessels  left  the  Great  Lakes  for  European  ports 
with  grain,  lumber,  staves,  etc.  In  1863  the  brig- 
Hanover  cleared  from  Milwaukee  for  Hanover  with  a 
cargo  of  grain,  provisions  and  hardwood  lumber,  and 
in  1865  a  cargo  of  beef,  tallow  and  hides  was  shipped 
direct  to  Liverpool  on  the  bark  E.  C.  Rosenberg  by 
Edw.  Roddis.  About  the  same  time  Mr.  Roddis  for- 
warded 3,600  tierces  of  India  mess  beef  direct  to  Liver- 
pool, the  shipment  going  by  rail  to  Portland,  i\Ic.,  and 
thence  by  steamer  to  its  destination. 

Greatest  Primary  Wheat  Market  in  the  World. 

During  the  period  of  the  Civil  War,  when  the 
southern  markets  were  eliminated  and  trade  was  di- 
verted from  the  Mississippi  River  to  the  Great  Lakes, 
Milwaukee's  grain  traffic  mounted  rapidly,  what  was 


21 


THE     PORT     OF    MIL  IV  A  U  K  E  E 


then  known  as  "Milwaukee  Club"  wheat  having  be- 
come a  great  favorite  in  the  European  markets.  In 
1862,  when  the  total  receipts  of  wheat  aggregated 
15,613,995  bushels,  and  exceeded  the  receipts  at  Chi- 
cago, Milwaukee  gained  the  distinction  of  being  the 
greatest  primary  wheat  market  in  the  world. 

Milwaukee's  wheat  trade  reached  its  peak  in  1873, 
when  the  receipts  of  this  grain  aggregated  32,567,565 
bushels,  and  the  shipments  by  lake  24,925,032  bushels. 
The  year  1873  witnessed  the  advent  of  a  great  many 
vessels  of  much  larger  size  than  had  theretofore  been 
employed  on  the  Great  Lakes.  The  largest  single  car- 
go of  wheat  for  that  year  was  59,300  bushels.  There 
was  also  a  moderate  spurt  of  grain  and  lumber  ship- 
ments direct  to  Europe  during  the   '70s. 

From  that  time  on,  however,  wheat  began  to  be 
marketed  to  a  greater  extent  at  Lake  Superior  points, 
and  an  increased  amount  of  grain  was  converted  into 
flour  at  St.  Paul  and  Minneapolis.  This  naturally  re- 
duced to  some  extent  the  flow  of  wheat  to  Milwaukee. 
However,  closely  following  the  decline  in  wheat  re- 
ceipts, more  of  other  grains  found  their  way  to  Mil- 
waukee elevators  from  year  to  year,  until  in  1916  th' 
receipts  of  all  grains  combined  reached  the  enormous 
aggregate  of  86,522,686  bushels.  These  figures  have 
not  been  exceeded  since. 

The  proportion  of  the  various  grains  entering  into 
the  annual  receipts  of  all  grains  at  Milwaukee  in  1873 
and  in  1921  was  as  follows: 

1873  1921 

Wheat     87.38  13.76 

Corn    2.83  41.92 

Oats     4.92  27.12 

Barley     3.71  13.61 

Rye    1.16  3.59 


100.00 


100.00 
The  volume  of  corn  received  now  exceeds  the 
wheat  receipts  of  1873  and  the  receipts  of  all  grains 
during  the  year  1921  were  119  per  cent  larger  than 
the  record  of  1873,  being  71,336.597  bushels  against 
32,567,565  bushels  in  1873. 

The  year  1921  holds  the  record  of  grain  shipments, 
the  total  exports  of  all  grains  dui-ing  that  year 
amounting  to  51,611,606  bushels,  of  which  34,827,188 
bushels  went  out  by  lake. 

Following  is  the  record  of  grain  receipts  at  the 
port  for  the  past  ten  years  and  of  the  amount  of  grain 
shipped  by  lake : 

Receipts      Shipped  by  Lake 
Year  Bushels  Bushels 

1921     71,336,597         34,827.188 

1920     56,270,691         11,516,584 


1919     69,084,766         19,667,047 

1918     76,905,019         26,242,932 

1917     67,366,642  8,847,817 

1916     86,522,686         16,480,489 

1915     70,148,510        20,330,844 

1914     76,654,300         24,649,749 

1913     59,464,630         12,520,749 

1912     50.959,720         11,294,939 

Grain  Elevators 
Milwaukee  has  three   grain  elevators,  equipped  to 
ship  grain  bj-  lake.    They  are  as  follows : 

Operators  Capacity         Description 

Donahue-Stratton  Co.,      1,500,000       "A" 
Donahuc-Stratton  Co.,       1,350,000       Kinnickinnic 
Taylor  &  Bournique  Co.,  1,650,000       "E" 
In  addition   to  the  shipping  elevators  enumerated 
above,   there  are  28  private  elevators  connected  with 
various  grain,  milling  and  seed  companies  and  indus- 
trial establishments,  the  combined  storage  capacity  of 
which  is  10,875,000  bushels. 

Tlie  Flour  Movement 
When  the  wheat  trade  was  at  high-tide,  Milwau- 
kee was  one  of  the  leading  flour  nulling  cities  of  the 
country,  and  the  product  of  Milwaukee  mills  found  its 
way  to  every  part  of  the  world.  For  a  number  of 
years  the  city  ranked  as  the  second  milling  center  in 
the  United  States,  Minneapolis  being  the  first.  In 
1882  the  total  producton  of  flour  in  Milwaukee  ag- 
gregated over  2,000,000  barrels,  this  being  the  largest 
amount  ever  milled  in  Milwaukee  in  any  one  year.  Of 
late  years  the  output  of  flour  has  averaged  a  little 
over  half  a  million  barrels  annually.  Most  of  the  flour 
shipments  by  lake  from  Milwaukee  at  present  repre- 
sent the  product  of  mills  in  Minneapolis  and  other 
points  in  the  Northwest.  In  1921  the  total  shipments 
by  lake  out  of  Milwaukee  aggregated  upwards  of 
1,200,000  barrels.  Of  this  amount  fully  90%  went 
across  the  lake  on  carferry  line  steamers. 

The  following  figures  show  the  receipts  of  flour  at 
Milwaukee  for  the  past  ten  years  and  also  the  amount 
shipped  annually  by  lake  : 

Receipts      Shipped  by  Lake 
Year  Barrels  Barrels 

1921      1,693,930  1,229,025 

1920     1,144,106  669,060 

1919     2,757,544  2,178,968 

1918     3,163,899  2,318,594 

1917      1,454,953  1.092,103 

1916     2,458,253  2,131,605 

1915     3,501,837  3,427,587 

1914     3,743,708  2,6.50,204 

1913     3,161,287  3,141,547 

1912     2,870,469  2,935,070 

22 


THE     PORT     OF    M  I LWAU  K  EE 


Steamer  Of  Ocean  Type  Now  Familiar  In  The  Great  Lakes 


A    number    of    these    -.teamer,    now    ply    between    u,.,.ei-    lake    ports    ami    Montreal       The    steamer   in    the   pleture    Is 
Ihe    Python,    a    product    of    the    Manitowoc    Ship    Bulliliu;;^   Corporation. 


With  a  budding  lake  commerce  and  a  scarcity  of 
vessels  with  which  to  conduct  the  same,  shipbuilding 
claimed  the  early  attention  of  Milwaukee's  business 
interests.  The  first  vessel  produced  at  the  port  was 
built  in  1836  for  Solomon  Juneau,  the  founder  of  the 
city.  It  was  a  schooner  of  only  90  tons  burthen,  but 
nevertheless  a  pi'ctentious  craft  for  those  days.  From 
that  time  on  the  business  of  shipbuilding  was  pursued 
with  such  vigor,  that  by  the  end  of  the  year  1859,  68 
vessels,  including  one  steamer  and  several  lighters, 
had  been  constructed  at  the  port,  the  total  tonnage  of 
the  same  aggregating  12,491  tons. 

Milwaukee  held  her  place  as  a  shipbuilding  port 
for  many  years,  and  a  good-sized  fleet  of  the  finest 
sailing  vessels  and  steamers  of  their  time  owed  their 
origin  to  Milwaukee  builders. 

The  industry  began  to  languish,  however,  with  the 
advent  of  steam  barges  on  the  Great  Lakes.    However, 


a  number  of  fine  specimens  of  this  class  of  vessels  were 
constructed  here  up  to  the  time  steel  supplanted  wood 
in  the  construction  of  lake  craft.  The  shipbuilding  in- 
dustry was  then  abandoned  entirely.  The  last  wooden 
schooners,  the  Resumption  and  Ford  River,  were 
turned  out  in  1879  and  the  last  wooden  steamer,  the 
Ferdinand  Schlesinger,  in  1891.  The  Schlesinger, 
while  she  was  in  existence,  bore  the  distinction  of  be- 
ing the  largest  wooden  vessel  on  the  Great  Lakes.  She 
measured  2,087  tons. 

With  the  exception  of  a  dredge  and  several  lighters 
and  the  mine  layers  which  were  fabricated  or  as- 
sembled here  during  the  world  war,  no  shipbuilding  has 
been  done  at  IMilwaukee  for  a  number  of  years  past. 
Milwaukee's  shipyard  facilities  at  the  present  time 
consist  only  of  a  dry  dock  and  a  steel  repairing  plant, 
capable  of  making  repairs  to  steel  craft. 


23 


THE     PORT     OF    MILWAUKEE 


Steamboat  Service  To  and  From 

Milwaukee 


Milwaukee  always  has  had  good  steamboat  service, 
both  passenger  and  freight,  and  the  facilities  afforded 
by  the  various  along-shore  and  across-the-lake  lines 
in  times  past  have  contributed  materially  to  the  com- 
mercial welfare  of  the  city.  There  is  room  for  improve- 
ment in  the  package  freight  service  to  and  from  the 
lower  lake  ports,  which  was  almost  wiped  out  by  con- 
ditions created  by  the  world  war.  Nine  different  lines 
of  steamers  now  operate  in  and  out  of  the  port,  as  fol- 
lows: 

Goodrich  Transit  Co. — Daily  service  to  and  from 
Milwaukee,  Chicago,  and  intermediate  ports,  and  week- 
ly service  to  and  from  ports  to  the  north  as  far  as  Stur- 
geon Bay  and  Green  Bay. 

Crosby  Transportation  Co. — Daily  service  to  and 
from  Milwaukee  and  Muskegon,  Mich. 

Pere  Marquette  Line  Steamers. — Daily  service  to 
and  from  Milwaukee  and  Ludington,   Mich. 

Milwaukee  Steamship  Co. — Daily  service  to  and 
from  Milwaukee  and  Chicago. 

Chicago  Steamship  Lines, — Daily  freight  service  to 
and  from  Milwaukee,  Chicago  and  Buffalo. 

Great  Lakes  Transit  Co. — Service  two  or  three 
times  weekly  to  and  from  Milwaukee,  Chicago  and 
Lake  Erie  ports. 


Canada-Atlantic  Transit  Co. — Freight  service  two 
or  three  times  weekly  to  and  from  Georgian  Bay  ports. 

Pere  Marquette  Carferry  Line. — Daily  service  to 
and  from  Ludington,  Mich. 

Grand  Trunk  Carferry  Line. — Daily  service  to  and 
from  Grand  Haven,  Mich. 

Passenger  and  freight  service  by  line  steamers  was 
more  general  in  character  on  the  great  lakes  in  early 
times  than  it  is  to-day.  In  the  '60s,  eight  different 
lines  operated  steamers  to  and  from  Milwaukee.  One 
line  gave  service  weekly  direct  to  Montreal,  Canada. 
Two  lines  gave  daily  service  to  and  from  Buffalo,  N. 
Y.,  and  one  line  ran  steamers  tri-weekly  over  the  same 
route.  Two  lines  gave  daily  service  to  and  from  Sar- 
nia,  Canada,  and  a  line  of  steamers  ran  tri-weekly  to 
and  from  Oswego  and  Ogdensburg,  N.  Y.  In  addition, 
the  Grand  Trunk  Railway,  then  known  as  the  Detroit 
and  Milwaukee  Line,  operated  steamers  between  Mil- 
waukee and  Grand  Haven,  Mich.,  and  regular  daily 
steamboat  service  was  maintained  between  Milwaukee 
and  all  ports  on  the  west  shore  of  Lake  Michigan  to  the 
north  and  south. 

Steamers  of  the  screw  wheel  type  were  at  that 
period  called  "propellei's",  in  contradistinction  to 
the  side  wheel  steamers  which  were  the  popular  type 


Pere  Marquette  Carferry  Reaching  Port 


Out'    rnrely    iniMNeN    the    nlt^ht    of   a    carferry    In   vienins    >lil«iiiiket' 

Harbor. 

24 


\*ny    and 


THE     PORT     OF    M ILWAU  K  EE 


Grand  Trunk  Carferry  Entering  Milwaukee  Harbor 


These    monster   craft    carrying    from   :£5   to    'M^   cutm,   (Tonn    tlie     lake    back     and     forth,    suiuiiier    and     winter,    almost 

iinlnterruiitedly. 


of  steam  craft  in  early  days  for  shore  line  and  across 
the  lake  service.  The  Goodrich  liners  were  all  side 
wheelers  in  those  days.  The  steamers  Milwaukee 
and  Detroit  which  were  placed  on  the  run  between 
Milwaukee  and  Grand  Haven  in  1859,  were  always  des- 
ignated steamships,  because  of  their  size  and  stateli- 
ness  in  comparison  with  the  ordinary  side  wheel  steam- 
er of  that  time.  The  Grand  Haven  steamers  bore  a 
strong  resemblance  to  the  side  wheelers,  which  were 
employed  on  the  ocean  in  former  days. 

However,  as  the  trunk  railway  lines  were  extended 
to  the  Northwest,  the  service  rendered  by  steamboat 
lines  on  the  great  lakes  became  less  general.  Just 
prior  to  the  passage  of  the  Panama  Canal  Act,  which 
lead  to  the  divorcement  of  the  railway  Hues  from  their 
auxiliary  steamboat  lines,  eleven  freight  and  passenger 
lines  rendered  service  to  and  from  Milwaukee.  Six 
lines  operated  between  Milwaukee  and  the  lower  lakes 
during  the  season  of  navigation.  Three  lines  main- 
tained service  across  Lake  Michigan  during  the  entire 
year,  and  two  lines  operated  steamers  between  Chi- 
cago, Milwaukee  and  intermediate  ports.  During  the 
summer  months  this  shore  line  service  was  extended 
northward  as  far  as  Green  Bay  and  northern  Michigan 
ports.  In  addition  to  these  freight  and  passenger 
steamboat  lines,  two  lines  of  carferries  operated  con- 
stantlj',  winter  and  summer,  between  Milwaukee  and 
Grand  Haven  and  Milwaukee  and  Ludington,  Michi- 
gan. 

Just  prior  to  the  breaking  out  of  the  World  War, 
six  lines  of  steamers  conducted  freight  traffic  between 


ports  on  Lakes  Michigan  and  Erie  and  Ontario  and  in 
Georgian  Bay.  As  a  result  of  the  divorcement  of  the 
railways  from  their  lake  line  connections  and  the  di- 
version of  lake  tonnage  to  the  ocean  for  war  service, 
package  freight  service  between  Lake  Michigan  and 
lower  lake  ports  has  become  negligible  in  comparison 
with  that  of  previous  years.  The  shore  lines,  however, 
have  maintained  regular  traffic  between  Milwaukee 
and  Chicago,  and  ports  to  the  north  as  far  as  Green 
Bay. 

Carferries  made  their  first  appearance  on  Lake 
Michigan  in  1892,  when  a  line  of  this  type  of  steamers 
was  established  between  Frankfort,  Mich.,  and  Kewau- 
nee, Wis.,  by  the  Ann  Arbor  Railway  Co.  Manitowoc, 
Menomonce  and  Manistique  were  included  later.  Subse- 
quently the  Pere  Marquette  Railway  Company  put  car- 
feri'ies  in  service  between  Milwaukee  and  Ludington, 
Mich.  The  Grand  Trunk  Railway  Company  followed 
by  connecting  Milwaukee  and  Grand  Haven,  ilich.,  in 
like  manner.  These  carferries,  which  operate  through- 
out the  year,  summer  and  whiter,  are  of  vast  impor- 
tance to  Milwaukee  indu.stries,  as  they  represent  the 
main  factor  in  keeping  Milwaukee  on  the  Chicago 
basis  of  rates  to  and  from  Eastern  ports.  There  are 
now  eleven  carferries  in  daily  service  between  Wis- 
consin and  Michigan  ports,  summer  and  winter.  The 
largest  of  the  carferries  carrj'  thirty  railway  cars  and 
have  accommodations  for  passengers.  Between  25% 
and  30%  of  the  total  lake  commerce  of  Milwaukee  is 
handled  by  carferries. 


25 


THE     PORT     OF    M  ILfVAU  K  EE 


PORT  AUTHORITY 

Up  to  the  time  of  the  creation  ol'  the  Board  of 
Harbor  Commissioners,  harbor  administration  was 
vested  entirely  in  the  Department  of  Public  Works. 
The  Harbor  Commission,  which  preceded  the  present 
Board  or  Harbor  Commissioners,  was  purely  an  ad- 
visory body,  without  any  authority  whatever.  It  sim- 
ply submitted  recommendations  in  connection  with 
harbor  development  to  the  Common  Council.  The  carry- 
ing out  of  the  recommendations  rested  with  the  judg- 
ment of  that  body. 

The  Board  of  Harbor  Commissioners  was  created 
by  the  Common  Council  on  Monday,  June  1,  1920,  un- 
der authority  granted  by  Chapter  289,  Laws  of  Wis- 
consin, 1919.  The  membership  of  the  Board  is  con- 
fined to  five  qualified  electors  of  the  City  of  Milwau- 
kee with  terms  of  office  extending  over  three  years. 

The  law  empowers  the  Board  to  plan,  construct 
and  maintain  such  docks,  wharves,  warehouses,  piers, 
slips,  basins,  railway  tracks,  belt  railways  or  other 
structures  for  the  conduct  of  commerce  as  it  may  deem 
necessary  subject  to  the  approval  of  the  Common 
Council,  and  gives  it  exclusive  charge  and  control  of 
the  same.  The  law  also  gives  the  Board  jurisdiction 
over  street  end  docks  and  docks  protecting  other  pub- 
lic property,  and  places  all  dock  lines  in  the  harbor 
under  its  supervision.  The  law  requires  that  moneys 
for  construction  work  be  used  out  of  any  taxes  or 
bonds  which  the  city  may  levy  or  issue  for  permanent 
harbor  improvements,  but  for  the  repair,  maintenance, 
operation  and  administration  of  harbor  facilities  and 
for  the  redredging  of  waterways,  funds  specifically 
provided  for  such  purposes  must  be  used. 

The  Board  formally  organized  on  Thursday,  July 
15,  1920,  the  members  having  been  appointed  by  Mayor 
D.  W.  Hoan  on  Monday,  June  14,  and  immediately  con- 
firmed by  the  Common  Council.  The  personnel  and 
terms  of  office  of  the  original  Board  was  as  follows: 
Wm.  George  Bruce,  3  years,  Bennett  Larson,  3  years, 
R.  H.  Finkley,  2  years,  Henry  Lei.sk,  2  years,  G.  J. 
DeGelleke,  1  year.  Wm.  George  Bruce  was  elected 
President,  and  R.  H.  Pinkley  Vice  President.  Herman 
Bleyer  was  chosen  Secretary. 

Captain  Henry  Leisk  was  unable  to  (|ualify  as  a 
member  of  the  Board,  as  he  was  a  resident  of  Wauwa- 
tosa,  and  F.  C.  Reynolds  was  named  in  his  place. 
In  consideration  of  bis  long  and  faitliful  service  in 
behalf  of  ^Milwaukee  harbor,  the  Board  requested 
Captain  Leisk  to  continue  his  connection  with  it  in 
an  advisory  capacity. 

Subsequently,  on  the  expiration  of  the  one-year 
term  of  G.  J.  DeGelleke,  Carl  P.  Ringer  was  ap- 
pointed in  his  place. 


The  Board's  office  and  engineering  department  is 
quartered  on  the  seventh  floor  of  City  Hall.  A  field 
office  is  also   maintained  on  Jones   Island. 


MILWAUKEE'S  RAILWAY  FACILITIES 

Milwaukee's  railway  transportation  needs  are  sup- 
plied in  the  main  by  three  great  systems,  the  Chicago, 
Milwaukee  &  St.  Paul,  the  Chicago  &  North-Western 
and  Soo  Lines,  with  something  like  25,000  miles  of 
trackage,  the  ramification  of  which  extend  over  a  wide 
radius  of  productive  territory,  reaching  from  the 
southwest  to  the  northwest.  In  addition,  earferry  lines 
operating  across  Lake  Michigan  enable  the  Grand 
Trunk  System  and  the  Pere  Marquette  Railway  to 
give  prompt  and  direct  connection  with  Eastern  lines 
whose  trackage  extends  to  the  Michigan  shore  of  the 
lake.  Both  of  the  railway  systems  last  named  which 
operate  over  10,000  miles  of  trackage,  maintain  impor- 
tant terminals  at  Milwaukee.  The  combined  outbound 
and  inbound  tonnage  of  the  three  first  named  railway 
systems  averages  over  12,000,000  tons  annually,  of 
which  enormous  volume  of  business  Milwaukee  is  held 
to  be  next  to  the  largest  contributor. 

The  services  afforded  by  these  major  laihvay  sys- 
tems are  supplemented  by  the  Chicago,  Norlli  Shore 
and  Milwaukee  electric  line,  which  conduets  a  passen- 
ger and  freiglit  business  between  Milwaukee  and  Chi 
eago;  also  by  the  interurban  lines  of  thi'  Milwaukee 
Electric  Railway  &  Light  Co.,  and  its  connections, 
which  afford  transportation  service  with  Ihe  most  im- 
portant cities  and  villages  west  and  southwest  of  the 
city,  and  extend  as  far  north  as  Green  Bay.  These 
latter  lines  also  carry  freight  and  passengers.  It  is 
estimated  that  the  trolley  systems  centering  at  Mil- 
waukee embrace  over  300  miles  of  trackage. 

While  Milwaukee  is  seemingly  well  provided  with 
rail  shipping  facilities,  a  strong  public  sentiment  pre- 
vails in  favor  of  more  diversified  ?'ailroad  connections. 
This  feeling  manifests  itself  sporadically  in  communi- 
cations to  the  public  press  and  in  agitation  by  com- 
mercial bodies  and  other  civic  organizations.  The  dis- 
.satisfaetion  is  largely  due  to  the  fact  that  the  service 
rendered  at  present  by  the  railways  which  control  the 
local  situation  lacks  economic  co-ordination,  and  that 
too  many  industries  are  confined  to  the  use  of  only  one 
railway  .system  unless  an  extra  charge  for  switching  is 
met.  There  would  be  less  agitation  in  Milwaukee  for 
more  railways  if  this  situation  could  be  so  adjusted 
that  all  manufacturers  and  shippers,  no  matter  in 
which  section  of  the  city  they  are  located,  would  be  on 
the  same  liasis  in  the  matter  of  service  and  rates. 

The  Board  of  Harbor  Commissioners  is  confronted 
by  this  same  situation  in  its  efforts  to  solve  the  prob- 


26 


HE     PORT     OF    M ILWAU  KEE 


Coal-Laden  Steamer  Going  Up  Milwaukee  River 


l-.,ssin«  thr.-Kl.  (ir.in.l   Av.-nuo   llri.l,..-.  «l,..r,.  .ho  rl,.r  ...k.s  ..  ,lis«,lv..n»nB..»..«  <...n. 


1(111  of  universal  railway  connection  with  the  city's 
coming  lake  front  harbor  terminals.  It  is  a  problem 
that  must  be  solved  and  solved  rightly.  Harbors  are 
not  built  for  the  benefit  of  any  one  or  any  two  rail- 
roads, but  for  the  benefit  of  the  public  thi'oughout  the 
radius  of  the  country  which  the  harbor  serves,  and  it 
is  necessary  that  the  radius  be  made  as  wide  as  possi- 
ble. It  soes  without  saying  that  a  way  nnist  be  found 
for  all  railroads  to  reach  Milwaukee  harbor.  If  need 
be,  a  spur  or  belt  line  will  have  to  be  constructed  to 
some  point  outside  of  the  city,  to  which  all  roads  will 
be  invited  to  connect.  The  matter  of  railway  connec- 
tion is  one  of  the  most  serious  problems  which  the 
Harbor  Board  is  called  upon  the  contend  with. 


Since  the  passage  of  the  ordinance,  December  22, 
1914,  which  requires  the  supei-sli'uctuic  (if  all  new 
docks  in  Milwaukee  harbor  to  be  consti'ueted  of  rein- 
forced concrete,  over  three  miles  of  concrete  docks 
have  been  built  along  the  various  channels. 


BRIDGES  IN  MILWAUKEE   HARBOR 

The  navigabh;  channels  ol'  .Milwaukee  hai-l)or  arc 
spanned  by  29  bridges,  23  of  which  connect  city 
highways,  and  C  ai-e  a   |)Mi't  of  railway  systems. 

Some  idea  of  the  delays  to  street  traffic  by  bridge 
ojienings  can  be  gleaned  from  the  fact  that  bridge 
openings  during  the  year  1921  aggregated  42,800. 
({rand  Avenue  bridge,  which  is  situated  in  the  heart 
of  the  retail  district  of  the  city  and  connects  two  of 
the  busiest  througli fares,  was  opiMied  2,2S9  times.  Five 
other  bridges  were  opened  between  2,000  and  2,500 
times.  It  is  because  of  these  annoying  interruptions 
to  land  traffic  that  the  city  is  develoinng  the  Jones 
Island  and  lake  front  harbor,  in  the  hope  of  greatly 
diverting  water  connneree   to  these  jxiints. 

The  city  bridges  are  maimed  by  tliree  crews  of  two 
men  each,  the  men  being  kept  on  duty  day  and  night. 
Bridge  I'cpairs  and  maintenance  are  a  heavy  burden 
on  the  municipality.  The  cost  of  the  same  during  the 
year   1921   amounted   to   $271,375.34. 


27 


THE     PORT     OF    MIL  JVA  U  K  EE 


Milwaukee's  Interest  in  the  Great  Lakes- 

St.  Lawrence  Waterway 

The  port  of  Milwaukee  is  vitally  interested  in  the  when  that  port  is  equipped  with  efficient  terminals,  is 

movement  to  open  a  way  to  the  ocean  through  the  St.  of  great  economic  advantage. 

Lawrence  River  for  the  larger  class  of  lake  vessels.  While,  as  far  as  Milwaukee  is  concerned,  the  grain 

Milwaukee  is  essentially  a  grain  shipping  port,  and  trade  will  be  the  first  to  receive  an  impetus  from  the 

anything  which  will  tend  to  increase   the  volume   of  St.   Lawrence   River  route  to  the  ocean,  it  will   only 

grain  shipments  by  lake  will  stimulate  the  business  of  be  a  matter  of  time  when  products  of  all  kinds  from 

the   port   to    a   corresponding   degree.     Much   of   the  Wisconsin  and  other  Northwestern  states,  designed  for 

grain  that  now  goes  out  of  Milwaukee  harbor  during  export,  will  find  their  way  to  the  port  of  Milwaukee 

the   season   of  navigation,  is  consigned  to  Montreal,  because  of  the  economy  presented  by  the  shorter  and 

where  it  is  transshipped  to  foreign  ports    The  major  more  economical  haul  direct  to  European  ports.  Heavy 

portion  of  these  shipments  go  by  way  of  Georgian  Bay  machinery  and  other  iron  or  steel  products  of  a  bulky 

and  thence  over  the  Grand  Trunk  System  to  Montreal,  nature,  can  bo  lifted  aboard  steamers  at  a  Milwaukee 

A  moderate  quantity  is  carried  direct  by  steamers  of  terminal  and  conveyed  direct  to  South  Africa  or  any 

minor  capacity.  other  far  distant  port  without  the  expense  attendant 

The  largest  steamer  on  the  Great  Lakes  will  be  able  upon  re-handling, 
to  reach  Lake  Ontario  ports  when  the  enlarged  Wei-  There  is  an  equal  advantage  in  the  matter  of  im- 
land  Canal  is  completed.  This  will  be  only  a  matter  of  ^QYts.  The  new  route  is  boimd  to  open  up  direct  trade 
a  few  years.  Grain  can  then  be  delivered  at  Kings-  y^^  ^^,^^^^.  between  Great  Lakes  ports  and  ports  in  New 
ton  or  Prescott,  Ont.,  where  it  can  be  transferred  to  E„g]a„fi  ^^^^i  ^^  ^lie  Southern  Atlantic  and  Gulf  Coasts 
barges  for  transportation  down  the  St.  Lawrence  ^^^^  ^^^^  ^^^^^  j^^^.^^  Steamers  with  provision  for  re- 
River  a  distance  of  about  100  miles.  The  now  of  gram  u  ■  j-  •*  j  n,  ■  i  ki  „ 
ivivei,  d,  ui»Laiitc  uj.  a  .,,  ,  ,  ^,  frigeration  can  brnig  fruits  and  other  perishable  pro- 
over  the  St.  Lawrence  route  will  then  be  greater  than  ,     ^     ..      ^  ,,    ,,,     ^t    4.1,       ^  ^         .^u              •  t       ■     ^ 

duets  direct  to  the  Northwest  from  these  semi-tropical 

ever.     When  the  proposed   St.  Lawrence  River  ship  .              ■,     ,       .         ^  i-j?       •         j     xi, 

,  ,   J         .                     j;.„„i   K„  „.r,to,.  regions  and  also  irom  Lalitornia  and  other  points  on 

channel  is  completed  gram   can  go   direct   by  water  ,  ^     .^     ^             •      ,      -r.              r^,       ,    tt- j      ^ 

from  Milwaukee,  Chicago   or  Duluth  to  Montreal  or  the  Pacific  Ocean  via  the  Panama  Canal.  Hides  from 

ports  across  the  ocean,  without  the  expense  attendant  South  America  and  lumber  from  the  Pacific  Northwest 

upon  the  transfer  of  cargoes  to  river  barges.     Econo-  can  also  be  counted  on.    The  saving  in  freight  on  lum- 

mists  figure  that  when  this  unrestricted  commerce  be-  ber  from  the  Pacific  Coast  will  be  enormous  as  against 

comes  a  reality  the  difference  in  freight  rates  on  grain  the  present  all  rail  traffic. 

will  be  between  6  and  8  cents  in  favor  of  the  new  route  Direct  traffic  between  Milwaukee  and  foreign  ports 

as  against  the  old  lake-and-rail  route  to  New  York,  ^yju  ^^jgQ  eliminate  the  commissions  now  exacted  from 

Boston  or  Baltimore.  importers  by   middlemen   in   the   East.     Goods   from 

Milwaukee  has  a  slight  advantage  over  both  Du-  abroad  destined  to  Milwaukee,  can  come  direct  to  har- 

luth  and  Chicago  in  the  matter  of  distance  to  Mon-  ]-,q-^.  terminals  here  without  having  to  receive   special 

treal   or  Liverpool.     According   to  the  United   States  attention   on   arrival  at  the  expense  of  the  importer, 

hydrographic  office  the  distance  to  Liverpool  in  nauti-  ^^^jjg  f^.^,^^  ^j^g  elements  of  expedition  and  safety,  the 

cal  miles  from  the  three  leading  ports  is  as  follows :  ^^^-^^^^  ^^^  imported  goods  by  reason  of  this  direct  de- 

Nautieal  miles  ijyery,  will  run  into  big  figures  in  the  course  of  a  sea- 

to  Liverpool  ^^^^  ' 

Milwaukee    3813  Milwaukee's    new    harbor    terminals    on    the    lake 

Chicago    3807  front  and  in  the  Kinnickinnic  basin  will  be  especially 

Duluth  3947  fitted  to  accommodate  vessels  of  the  class  that  will  en- 
It  will  be  seen  that  Milwaukee  is  5-4  nautical  miles  gage  in  the  trade  to  Montreal  and  ports  on  the  ocean, 
nearer  Liverpool  than  is  Chicago,  and  134  miles  nearer  when  the  St.  Lawrence  route  is  open.  The  terminals 
than  Duluth.  The  difference  may  appear  very  slight  will  be  easy  of  access,  with  water  from  25  to  30  feet  in 
to  the  landsman,  but  it  is  an  incontrovertible  fact  that  depth,  and  will  be  provided  with  the  latest  and  best 
every  hour  gained  by  a  ship  in  making  port,  especially  freight  handling  equipment. 

28 


THE     PORT     OF    MILWAU  KEE 


Excursion  Steamer  Christopher  Cokimbus 


Unique    type   of   vessel,    a 


relle    of    the   world's    (oliiinbiis   Exposition,   wliioh    ni 
ami    CiiieaBO    (luriiiB    the    sunwiier    season 


akes   daily   trips  between   Mllwankee 


SALT,  LUMBER,  CEMENT,  IRON  ORE 

Salt  has  figured  conspicuously  in  Milwaukee's  com- 
merce since  the  earliest  days  of  lake  navigation, 
Michigan  being  the  main  source  of  supply.  Existing 
records  give  the  receipts  for  the  year  1861  at  135,570 
barrels.  The  trade  steadily  increased  until  in  1908  the 
receipts  of  salt  by  lake  aggregated  1,184,470  barrels. 
This  was  the  highest  point  reached  by  the  trade.  Re- 
ceipts  now   average  about   800,000   barrels   annually. 

Lumber,  shingles,  lath,  wood,  bark,  cedar  posts, 
railway  ties,  etc.,  were  handled  in  large  quantities  in 
the  early  years  of  the  port's  history  but  as  the  forests 
adjacent  to  lake  shipping  points  became  depicted,  less 
and  less  of  these  products  were  received  by  vessels  an- 
nually. The  bulk  of  the  lumber  received  at  Milwaukee 
at  present  comes  by  rail.  The  same  is  true  of  other 
forest  products.  Shipments  of  lumber  by  lake  consist 
entirely  of  through  consignments  over  the  earferry 
routes.  Cargoes  of  bark,  wood  and  ties  are  also  few 
and  far  between. 

Cement,  sand  and  stone  have  been  received  at  the 
port  in  increasing  quantities  following  the  introduction 
of  concrete  in  the  construction  of  buildings  and  road- 
ways. This  class  of  tonnage  promises  to  make  up 
for  the  loss  in  receipts  of  lumber  and  other  forest  pro- 


ducts.    Over  half  a  million  barrels  of  cement  were  re- 
ceived by  lake  in  1921. 

Milwaukee  receives  a  little  over  200,000  tons  of  iron 
ore  by  lake,  annually.  The  iron  ore  trade  of  the  port 
is  confined  to  the  requirements  of  the  Illinois  Steel  Co., 
and  the  Thomas  Furnace  Co.  The  volume  of  receipts 
of  iron  ore  varies  with  the  needs  of  these  two  indus- 
tries, and  has  run  as  high  as  275,000  tons  or  more 
during  a  season. 


WHY  THE  ODD  NAME? 

Kinnickinnic  was  the  Indian  name  for  a  mixture  of 
red  willow  bark  and  tobacco.  Red  willow  grew 
abundantly  along  the  river  near  the  residence  of  Dr. 
Enoch  Chase,  a  Milwaukee  pioneer.  The  river  was 
originally  called  Bois  de  Gris,  but  in  time  it  became 
changed  to  that  of  this  Indian  smoking  mixture. 


Self-unloading  steamers,  usually  employed  in  trans- 
porting stone  and  gravel,  are  invading  the  coal-carry- 
ing trade.  A  number  of  cargoes  of  coal  have  been  de- 
livered at  Milwaukee  in  the  past  two  years  by  this 
class  of  craft.  The  steamers  are  equipped  with  con- 
veyors and  discharge  booms  which  enable  them  to  de- 
posit their  cargoes  at  any  point  in  the  dock. 


29 


THE     PORT     OF    M ILWAU  K  EE 


Coal  Terminals  in  Milwaukee  Harbor 


Following  is  a  list  of  coal  terminals  in  Milwaukee 
liarbor,   with   character   of   nnloadins    inachinerj'   and 
storage  capacity : 
Milwaukee-Western  Fuel  Co. — 

Menomonee  Kiver  —  Thirteenth  Street  Dock,  — 
One  electrically  operated  Mead-Morrison  portable  man- 
trolley  bridge  with  10-ton  clamshell ;  unloading  capa- 
city 800  tons  per  hour;  storage  capacity  200,000  tons 
liituminous  coal. 

Menomonee  River  —  Sixteenth  Street  (anthracite) 
Dock  —  Two  Mead-Morrison  clctricaliy-operated  port- 
able towers  with  2-ton  clamshells;  unloading  capacity 
500  tons  per  hour;  storage  capacity  100,000  tons  an- 
thracite ; 

Menomonee  River  —  Sixteenth  Street  (bituminous) 
Dock  —  One  Mead-]\Iorrison  electrically-operated  port- 
able bridge  with  8-ton  clamshell  and  one  Heyl  &  Pat- 
terson electrically-operated  portable  bridge  with  7-ton 
clamshell;  unloading  capacity  1,000  tons  per  hour; 
storage  capacity  150,000  tmis  l)itumiiious  coal. 


Kinnickinnic  River  —  Washington  Street  Dock  — 
Three  electrically-operated  Mead-Morrison  towers  with 
two  2-ton  and  one  5-ton  clamshell;  unloading  capacity 
■100  tons  per  hour;  storage  capacity  250,000  tons  bitu- 
minous coal. 

Kinnickinnic  River  —  Greenfield  Avenue  Dock  — 
Three  electrically-operated  Heyl  &  Patterson  portable 
bridges  with  2-ton  clamshells ;  unloading  capacity  400 
tons  per  hour;  storage  capacity  150.000  tons  bitumiii- 
ous  coal. 

Kinnickinnic  River  —  Kinnickinnic  Avenue  Dock — - 
Five  Johnson  portable  steel  towers  with  1-ton  clam- 
shells; unloading  capacity  450  tons  anthracite,  150 
tons  bituminous  coal  per  hour;  storage  capacity  45,- 
000  tons  anthracite  and  40,000  tons  bituminous  coal; 
steam  power. 

Menomonee  River  —  Canal  Street  Dock  —  Canal 
Street  —  Employs  self-unloading  steamers ;  capacity 
80,000  tons  bituminous  coal. 

Milwaukee  River  —  Cherry  Street  Dock  —  Six 
Johnson  portable  steel  towers  with  1-ton  clamshells  j 


Kinnickinnic  Bay,  Milwaukee  Harbor 


IViifnr:il  Iiiml-hn-Uril  hiiNin.  ulilrli   nll'tirded  Ihe  biisis  of  terininal  devf lopnu'nt  on  <Iie   inner  side  of  Jones 

Island, 

30 


THE     PORT     OF    M  I  L  WA  U  K  E  E 


Big  Steel  Steamer  In  Dry  Dock 


Yard  of   the  Milwaukee   Dry  Dock  Co.,  dlreetly  oppoHite  Jones    Island,    Milwaukee    harbor. 


unloading  capacity  500  tons  anthracite  and  350  tons 
bituminous  coal  per  hour.  Storage  capacity  35,000 
tons  anthracite,  35,000  tons  bituminous  coal;  steam 
power. 

^Milwaukee  Kiver  —  Commerce  Street  Dock  —  Two 
Heyl  &  Patterson  electrically-operated  portable  brid- 
ges with  2-ton  clamshells;  unloading  capacity  350  tons 
per  hour;  storage  capacity  75,000  tons  liituniincus  coal. 
United  Coal  &  Dock  Co.  — 

Menomoiiee  River  —  Gross  Dock  —  Sixth  Street 
bridge  —  Four  jMead-Morrison  hoists  with  11/4  ton 
clamshells;  unloading  capacity  300  tons  per  hour: 
storage  capacity  150,000  tons  aiithnu-ite,  250,000  tons 
soft   coal. 

ilenomonee  River  —  West  Side  Dock  at  Twenty- 
second  .Street  —  Three  Brown  hoists  with  2-ton  clam- 
shells: unloading  cajxicity  300  tons  per  hour;  storage 
capacity  250,000  tons  bituminous  coal. 

Kiiniiekinnic  Basin  —  Independent  Dock,  foot  of 
National  Avenue ;  Two  Lakeside  bridges  with  4-ton 
Haywood  clamshells  and  Haywood  elean-up  buckets; 
unloading  capacity  500  tons  per  hour;  storage  capacity 
200,000  tons  bituminous  coal. 


Milwaukee  Coke  &  Gas  Co. 

Kinnickinnic  River  —  Two  Brown  hoists,   (steam) 
and  one  Johnson  hoist  (electric)  with  three  2-ton  clam- 
shells:  unloading  capacity  600  tons  per  hour;  storage 
capacity  400,000  tons  bituminous  coal. 
Great  Lakes  Coal  &  Dock  Co.  — 

Menomonee  River,  Canal  Street  —  One  electrically- 
operated    Mead-Morrison    trolley    bridge    with    10-ton 
clamshells;    unloading    capacity    600    tons    per    hour; 
storage  capacity  250,000  tons  bituminous  coal. 
Central  Coal  Co.  — 

Menomonee  River,   Canal  Street  —  Eleven  Brown 
hoists  with  2io-ton  clamshells;  unloading  capacity  600 
tons  per  hour ;  storage  capacity  300,000  tons  bitumin- 
ous coal ;  steam  power. 
Youghioghcny  &  Ohio  Coal  Co.  — 

South   Menomonee  Canal  —  Two  electricall.v-oper- 
ated  Mead-Morrison  bridges  with  5-ton  clamshells;  un- 
loading capacity  600  tons  per  hour ;  storage  capacity 
200,000  tons  bituminous  coal. 
Philadelphia  &  Reading  Coal  &  Iron  Co.  — 

Menomonee  River,  Canal  Street  —  Four  steam- 
operated  hoists  with  2-ton  clamshells ;  unloading  capa- 
city 350  tons  per  hour:  storage  capacity  75,000  tons 
anthracite. 


31 


THE     PORT     OF    MIL  IV  A  U  K  E  E 


View  In  The  Lower  Harbor  Zone 


Looking    irest    from    the   CliieaKO-IVorth-Western    Railway    liridgre.       Rialto    elevator    on    the    left.      Steamboat    term- 

injil   ItuildingM  on   the  right. 


Milwaukee  Gas  Light  Co.  — 

Menomonce    River,    Twenty-fifth    Street   —    Three 
Brown  hoists  with  2-ton  clamshells ;  capacity  300  tons 
per   hour;   storage   capacity   140,000    tons   bituminous 
coal ;  steam  power. 
Lehigh  Valley  Coal  Sales  Co.  — 

South    Menomonee    Canal,    Canal    Street    —    Two 
Mead-Morrison  portable  towers  with  2-ton  clamshells ; 
unloading  capacity  500  tons  per  hour ;  storage  capacity 
75,000  tons  anthracite;  steam  power. 
Callaway  Fuel  Co.  — 

Milwaukee  River,  at  Cherry  Street  bridge  —  One 
electrically-operated  Lakeside  bridge  with  3-ton  clam- 
shell;  unloading  capacity  300  tons  per  hour;  storage 
capacity  20,000  tons  anthracite,  20,000  tons  bituminous 
coal. 
Fellenz  Coal  &  Dock  Co.  — 

Milwaukee  River,  at  Racine  Street  bridge  —  One 
electrically-operated  Lakeside  bridge  with  3-ton  clam- 
slu'll;  unloading  capacity  360  tons  per  hour;  storage 
capacity  35,000  tons  anthi'aeitc,  2.'), 000  tons  soft  coal. 
Joseph  Schlitz  Beverage  Co.  — 

Milwaukee  River,  Commerce  Street  —  One  electri- 


cally-operated man-trolley  bridge;  unloading  capacity 
100  tons  per  hour;  storage  capacity  45,000  tons  bitu- 
minous coal. 
A.  F.  Gallun  &  Sons  Co.  — 

Milwaukee  River,  North  Water  Street  —  Three  der- 
rick rigs  (steam)  ;  unloading  capacity  75  tons  per 
hour;  storage  capacity  9,000  tons  bituminous  coal; 

Kanawha  Fuel  Co.  — 

South  Menomonee  Canal  (Pabst  Slip)  —  Four 
hoists  with  2-ton  clamshells  and  1-ton  buckets;  unload- 
ing capacity  250  tons  per  hour;  storage  capacity  200,- 
000  tons  bituminous  coal. 

Valley  Coal  Co.  — 

Menomonce  River  near  Muskego  Ave.  —  Four 
hoists  with  lVl;-ton  clamshells  and  1-ton  buckets;  un- 
loading capacity  250  tons  per  hour;  storage  capacity 
150,000  tons  anthracite. 

W.  H.  Warner  Coal  Co.  — 

Menomonee  River,  Canal  Street  —  Employs  self- 
unloading  steamers;  storage  capacity  100,000  tons  bi- 
tuminous coal. 


32 


D     000  408  166 


I     I 


